Hybrid propulsive engine including at least one independently rotatable propeller/fan

ABSTRACT

One aspect relates to a hybrid propulsive technique comprising providing at least some first thrust associated with a flow of a working fluid through at least a portion of an at least one axial flow jet engine. The hybrid propulsive technique comprises extracting energy from the working fluid that is at least partially converted into electrical power, and converting at least a portion of the electrical power to torque. The hybrid propulsive technique further comprises rotating an at least one independently rotatable propeller/fan of at least one rotatable propeller/fan assembly at least partially responsive to the converting the at least a portion of the electrical power to torque, wherein the rotating of the at least one independently rotatable propeller/fan of the at least one rotatable propeller/fan assembly is arranged to produce at least some second thrust.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is related to and claims the benefit of theearliest available effective filing date(s) from the following listedapplication(s) (the “Related Applications”) (e.g., claims earliestavailable priority dates for other than provisional patent applicationsor claims benefits under 35 USC §119(e) for provisional patentapplications, for any and all parent, grandparent, great-grandparent,etc. applications of the Related Application(s)). All subject matter ofthe Related Applications and of any and all parent, grandparent,great-grandparent, etc. applications of the Related Applications isincorporated herein by reference to the extent such subject matter isnot inconsistent herewith.

RELATED APPLICATIONS

-   -   1. For purposes of the USPTO extra-statutory requirements, the        present application constitutes a continuation-in-part of U.S.        patent application Ser. No. 12/287,499, entitled HYBRID        PROPULSIVE ENGINE INCLUDING AT LEAST ONE INDEPENDENTLY ROTATABLE        PROPELLER/FAN, naming Glenn B. Foster, Roderick A. Hyde,        Muriel Y. Ishikawa, Edward K. Y. Jung, Jordin T. Kare, Nathan P.        Myhrvold, Clarence T. Tegreene, Thomas Allan Weaver, Lowell L.        Wood, Jr., Victoria Y. H. Wood as inventors, filed Oct. 8, 2008.    -   2. For purposes of the USPTO extra-statutory requirements, the        present application constitutes a continuation-in-part of U.S.        patent application Ser. No. 12/287,498, entitled HYBRID        PROPULSIVE ENGINE INCLUDING AT LEAST ONE INDEPENDENTLY ROTATABLE        COMPRESSOR ROTOR, naming Glenn B. Foster, Roderick A. Hyde,        Muriel Y. Ishikawa, Edward K. Y. Jung, Jordin T. Kare, Nathan P.        Myhrvold, Clarence T. Tegreene, Thomas Allan Weaver, Lowell L.        Wood, Jr., Victoria Y. H. Wood as inventors, filed Oct. 8, 2008.    -   3. For purposes of the USPTO extra-statutory requirements, the        present application constitutes a continuation-in-part of U.S.        patent application Ser. No. 12/287,500, entitled HYBRID        PROPULSIVE ENGINE INCLUDING AT LEAST ONE INDEPENDENTLY ROTATABLE        COMPRESSOR STATOR, naming Glenn B. Foster, Roderick A. Hyde,        Muriel Y. Ishikawa, Edward K. Y. Jung, Jordin T. Kare, Nathan P.        Myhrvold, Clarence T. Tegreene, Thomas Allan Weaver, Lowell L.        Wood, Jr., Victoria Y. H. Wood as inventors, filed Oct. 8, 2008.    -   4. For purposes of the USPTO extra-statutory requirements, the        present application constitutes a continuation-in-part of U.S.        patent application Ser. No. 12/287,501, entitled HYBRID        PROPULSIVE ENGINE INCLUDING AT LEAST ONE INDEPENDENTLY ROTATABLE        TURBINE STATOR, naming Glenn B. Foster, Roderick A. Hyde,        Muriel Y. Ishikawa, Edward K. Y. Jung, Jordin T. Kare, Nathan P.        Myhrvold, Clarence T. Tegreene, Thomas Allan Weaver, Lowell L.        Wood, Jr., Victoria Y. H. Wood as inventors, filed Oct. 8, 2008.    -   5. For purposes of the USPTO extra-statutory requirements, the        present application constitutes a continuation-in-part of U.S.        patent application Ser. No. TO BE ASSIGNED, entitled HYBRID        PROPULSIVE ENGINE INCLUDING AT LEAST ONE INDEPENDENTLY ROTATABLE        PROPELLER/FAN, naming Alistair K. Chan, Roderick A. Hyde,        Muriel Y. Ishikawa, Edward K. Y. Jung, Jordin T. Kare, Nathan P.        Myhrvold, Clarence T. Tegreene, Thomas Allan Weaver, Lowell L.        Wood, Jr., Victoria Y. H. Wood as inventors, filed Oct. 30,        2009.    -   6. For purposes of the USPTO extra-statutory requirements, the        present application constitutes a continuation-in-part of U.S.        patent application Ser. No. TO BE ASSIGNED, entitled HYBRID        PROPULSIVE ENGINE INCLUDING AT LEAST ONE INDEPENDENTLY ROTATABLE        COMPRESSOR ROTOR, naming Roderick A. Hyde, Muriel Y. Ishikawa,        Edward K. Y. Jung, Jordin T. Kare, Nathan P. Myhrvold,        Clarence T. Tegreene, Thomas Allan Weaver, Lowell L. Wood, Jr.,        Victoria Y. H. Wood as inventors, filed Oct. 30, 2009.    -   7. For purposes of the USPTO extra-statutory requirements, the        present application constitutes a continuation-in-part of U.S.        patent application Ser. No. TO BE ASSIGNED, entitled HYBRID        PROPULSIVE ENGINE INCLUDING AT LEAST ONE INDEPENDENTLY ROTATABLE        COMPRESSOR STATOR, naming Roderick A. Hyde, Muriel Y. Ishikawa,        Edward K. Y. Jung, Jordin T. Kare, Nathan P. Myhrvold,        Clarence T. Tegreene, Thomas Allan Weaver, Lowell L. Wood, Jr.,        Victoria Y. H. Wood as inventors, filed Oct. 20, 2009.    -   8. For purposes of the USPTO extra-statutory requirements, the        present application constitutes a continuation-in-part of U.S.        patent application Ser. No. TO BE ASSIGNED, entitled HYBRID        PROPULSIVE ENGINE INCLUDING AT LEAST ONE INDEPENDENTLY ROTATABLE        TURBINE STATOR, naming Roderick A. Hyde, Muriel Y. Ishikawa,        Edward K. Y. Jung, Jordin T. Kare, Nathan P. Myhrvold,        Clarence T. Tegreene, Thomas Allan Weaver, Lowell L. Wood, Jr.,        Victoria Y. H. Wood as inventors, filed Oct. 30, 2009.

The United States Patent Office (USPTO) has published a notice to theeffect that the USPTO's computer programs require that patent applicantsreference both a serial number and indicate whether an application is acontinuation or continuation-in-part. Stephen G. Kunin, Benefit ofPrior-Filed Application, USPTO Official Gazette Mar. 18, 2003, availableat http://www.uspto.gov/web/offices/com/sol/og/2003/week11/patbene.htm.The present Applicant Entity (hereinafter “Applicant”) has providedabove a specific reference to the application(s) from which priority isbeing claimed as recited by statute. Applicant understands that thestatute is unambiguous in its specific reference language and does notrequire either a serial number or any characterization, such as“continuation” or “continuation-in-part,” for claiming priority to U.S.patent applications. Notwithstanding the foregoing, Applicantunderstands that the USPTO's computer programs have certain data entryrequirements, and hence Applicant is designating the present applicationas a continuation-in-part of its parent applications as set forth above,but expressly points out that such designations are not to be construedin any way as any type of commentary and/or admission as to whether ornot the present application contains any new matter in addition to thematter of its parent application(s).

All subject matter of the Related Applications and of any and allparent, grandparent, great-grandparent, etc. applications of the RelatedApplications is incorporated herein by reference to the extent suchsubject matter is not inconsistent herewith.

TECHNICAL FIELD

Certain aspects of this disclosure can relate to, but are not limitedto, a variety of hybrid propulsive engines, as well as associateddevices, uses, and/or techniques.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a diagram of one embodiment of a vehicle (particularly anaircraft) including an at least one hybrid propulsive engine;

FIG. 2 is a block diagram of one embodiment of the at least one hybridpropulsive engine;

FIG. 3 is a diagram of one embodiment of the at least one hybridpropulsive engine including an independently rotatable propeller/fanassembly being powered by at least one torque conversion mechanism;

FIG. 4 is a diagram of one embodiment of the at least one hybridpropulsive engine including an embodiment of the independently rotatablepropeller/fan assembly being powered by at least one torque conversionmechanism;

FIG. 5 is a diagram of one embodiment of the at least one hybridpropulsive engine including an embodiment of an at least oneindependently rotatable compressor rotor being powered by at least onetorque conversion mechanism;

FIG. 6 is a diagram of one embodiment of the at least one hybridpropulsive engine including an embodiment of an at least oneindependently rotatable compressor stator being powered by at least onetorque conversion mechanism;

FIG. 7 is a diagram of one embodiment of the at least one hybridpropulsive engine including an embodiment of an at least oneindependently rotatable turbine stator being powered by at least onetorque conversion mechanism;

FIG. 8 is a block diagram of an embodiment of the hybrid propulsiveengine including an embodiment of the at least one independentlyrotatable propeller/fan engine of FIG. 4;

FIG. 9 is a block diagram of an embodiment of the hybrid propulsiveengine including an embodiment of the at least one independentlyrotatable compressor rotor of FIG. 5;

FIG. 10 is a block diagram of an embodiment of the hybrid propulsiveengine including an embodiment of the at least one independentlyrotatable compressor stator of FIG. 6;

FIG. 11 is a block diagram of an embodiment of the hybrid propulsiveengine including an embodiment of the at least one independentlyrotatable turbine stator of FIG. 7;

FIG. 12 is a diagram of another embodiment of the hybrid propulsiveengine in which an electric generator is used to generate electricity,and the torque conversion mechanism is used to drive at least one of therotatable working fluid displacement engine;

FIG. 13 is a diagram of another embodiment of the hybrid propulsiveengine in which the electric generator is used to generate electricity,and the torque conversion mechanism is used to drive at least one of therotatable working fluid displacement engine;

FIG. 14 is a diagram of another embodiment of the hybrid propulsiveengine in which the electric generator is used to generate electricity,and the torque conversion mechanism is used to drive at least one of therotatable working fluid displacement engine;

FIG. 15 is a diagram of another embodiment of the hybrid propulsiveengine in which a heat engine is used to generate electricity, and thetorque conversion mechanism is used to drive at least one of therotatable working fluid displacement engine;

FIG. 16 is a diagram of one embodiment of a jet engine that may beincluded in the hybrid propulsive engine of FIGS. 1 to 15;

FIG. 17 is a cross-sectional view of one embodiment of a turbine rotorof the jet engine as taken along sectional lines 1-1 of FIG. 15;

FIG. 18 is a cross-sectional view of one embodiment of the turbinestator of the jet engine as taken along sectional lines 2-2 of FIG. 15;

FIG. 19 is a cross-sectional view of another embodiment of the turbinestator of the jet engine as taken along sectional lines 2-2 of FIG. 15;

FIG. 20 is a cross-sectional view of an embodiment of a independentlyrotatable turbine stator of the jet engine as taken along sectionallines 2-2 of FIG. 15;

FIG. 21 is a cross-sectional view of another embodiment of theindependently rotatable turbine stator of the jet engine as taken alongsectional lines 2-2 of FIG. 15;

FIG. 22 is an exploded oblique view of an embodiment of a turbine stageincluding an embodiment of the turbine rotor and an embodiment of theindependently rotatable turbine stator;

FIG. 23 is a cross-sectional view of one embodiment of a independentlyrotatable compressor rotor of the jet engine as taken along sectionallines 3-3 of FIG. 15;

FIG. 24 is a cross-sectional view of one embodiment of a compressorstator of the jet engine as taken along sectional lines 4-4 of FIG. 15;

FIG. 25 is a cross-sectional view of another embodiment of thecompressor stator of the jet engine as taken along sectional lines 4-4of FIG. 15;

FIG. 26 is a cross-sectional view of an embodiment of an independentlyrotatable compressor stator of the jet engine as taken along sectionallines 4-4 of FIG. 15;

FIG. 27 is a cross-sectional view of another embodiment of theindependently rotatable compressor stator of the jet engine as takenalong sectional lines 4-4 of FIG. 15;

FIG. 28 is an exploded oblique view of an embodiment of a compressorstage including an embodiment of the rotatable compressor element;

FIG. 29 is an exploded oblique view of another embodiment of acompressor stage including an embodiment of the independently rotatablecompressor rotor and an embodiment of the independently rotatablecompressor stator;

FIG. 30 is a diagram of one embodiment of the hybrid propulsive engineincluding the jet engine of the type described with respect to FIG. 15;

FIG. 31 is a diagram of another embodiment of the hybrid propulsiveengine including the jet engine of the type described with respect toFIG. 15;

FIG. 32 is a diagram of another embodiment of the hybrid propulsiveengine including the jet engine of the type described with respect toFIG. 15;

FIG. 33 is a diagram of yet another embodiment of the hybrid propulsiveengine including the jet engine of the type described with respect toFIG. 15;

FIG. 34 is a diagram of another embodiment of the hybrid propulsiveengine in which the torque conversion mechanism is used to drive arotatable compressor element of the jet engine as described with respectto FIG. 15;

FIG. 35 is a diagram of still another embodiment of the hybridpropulsive engine including the jet engine of the type described withrespect to FIG. 15 in which the torque conversion mechanism is used todrive the independently rotatable propeller/fan engine;

FIG. 36 is a diagram of another embodiment of the hybrid propulsiveengine in which the torque conversion mechanism is used to drive arotatable compressor element of the jet engine as described with respectto FIG. 15;

FIG. 37 is a diagram of another embodiment of the hybrid propulsiveengine in which the torque conversion mechanism is used to drive arotatable turbine element of the jet engine as described with respect toFIG. 15;

FIG. 38 is a diagram of another embodiment of the hybrid propulsiveengine in which the torque conversion mechanism is used to drive arotatable turbine element of the jet engine as described with respect toFIG. 15;

FIG. 39 is a diagram of one embodiment of a throttle quadrant such asmay be used with certain embodiments of the hybrid propulsive engine;

FIG. 40 is a diagram of another embodiment of a throttle quadrant suchas may be used with certain embodiments of the hybrid propulsive engine;

FIG. 41 a diagram of still another embodiment of a throttle quadrantsuch as may be used with certain embodiments of the hybrid propulsiveengine;

FIG. 42 is a diagram of an embodiment of a display that may be appliedto a variety of embodiments of the hybrid propulsive engine;

FIG. 43 is a diagram of another embodiment of the display of FIG. 42that illustrates actual and allowable parameters for one condition(e.g., normal takeoff) that may be applied to a variety of embodimentsof the hybrid propulsive engine;

FIG. 44 is a diagram of another embodiment of the display of FIG. 42that illustrates actual and allowable parameters for one condition(e.g., warning or emergency) that may be applied to a variety ofembodiments of the hybrid propulsive engine;

FIG. 45 is a diagram of an embodiment of a power sharing thatillustrates the power is contained within a number of energy storagedevices and the power being applied to a plurality of torque conversionmechanisms of the hybrid propulsive engine;

FIG. 46 is a diagram of an embodiment of the power sharing thatillustrates the power is contained within a number of the energy storagedevices and the power being applied to a plurality of the torqueconversion mechanisms of the hybrid propulsive engine;

FIG. 47 is a diagram of an embodiment of the power sharing thatillustrates the power is contained within a number of the energy storagedevices and the power being applied to a plurality of the torqueconversion mechanisms of the hybrid propulsive engine;

FIG. 48 is a diagram of an embodiment of the power sharing thatillustrates the power being applied to a plurality of the torqueconversion mechanisms of the hybrid propulsive engine;

FIG. 49 is a diagram of an embodiment of the power sharing thatillustrates the power being applied to the plurality of the torqueconversion mechanisms of the hybrid propulsive engine;

FIG. 50 is a diagram of an embodiment of the power sharing thatillustrates the power being applied to the plurality of the torqueconversion mechanisms of the hybrid propulsive engine; and

FIG. 51 is a diagram of a flow chart of an embodiment of a hybridpropulsion engine technique.

DETAILED DESCRIPTION

At least certain portions of the text of this disclosure (includingclaims, detailed description, and/or drawings as set forth herein) cansupport various different claim groupings and/or various differentapplications. Although, for sake of convenience and understanding, thedetailed description can include section headings that generally trackvarious different concepts associated with claims or general conceptscontained therein. The detailed description is not intended to limit thescope of the invention as set forth by each particular claim. It is tobe understood that support for the various applications or portionsthereof thereby can appear throughout the text, the claims, and/ordrawings at one or more locations, regardless of the section headings.

1. HYBRID PROPULSIVE ENGINE

Jet engines represent a subset of gas turbine engines, are typicallyapplied to vehicles. Jet engines, in general, have undergoneconsiderable improvements and variations in design and materials overthe years. Certain embodiments of jet engines (gas turbines) generallyoperate based on the Brayton cycle, and are often referred to as“Brayton engines”. Certain embodiments of aircraft 75 (or other vehicles98), as described with respect to FIG. 1, may be used for a variety ofcivilian, military, commercial, and other applications, and can bepropelled using at least one jet engine 58. Certain embodiments of an atleast one hybrid propulsive engines 100 may be used to power suchvehicles 98 as, but are not limited to, aircraft 75; but also may beapplied to such vehicles as boats, hovercraft, ships, land vehicles,cars, trucks, and/or trains, etc.

Certain embodiments of the at least one hybrid propulsive engines 100are configured to be powered by at least two engines, an at least onejet engine 58, and at least one torque conversion mechanism 107. Certainembodiments of the at least one torque conversion mechanism 107 can beconfigured, such as an electric motor, to convert at least a portion ofthe electrical power to torque. The torque provided by certainembodiments of the torque conversion mechanism can be used to drive avariety of rotatable elements such as, but not limited to, at least onepropeller (such as for a turboprop), at least one fan (such as for aturbofan), at least one independently rotatable compressor rotor, atleast one independently rotatable compressor stator 493 as describedherein, and at least one independently rotatable turbine stator 477 asdescribed herein.

Certain embodiments of the hybrid propulsive engine 100, as describedwith respect to FIG. 3, can include but are not limited to the at leastone jet engine 58, an at least one energy extraction mechanism 66, an atleast one (optional) energy storage device 66, an at least one torqueconversion mechanism 107, and an at least one rotatable working fluiddisplacement engine 74.

One typical component of the hybrid propulsive engine 100 is the atleast one jet engine 58. Certain embodiments of the jet engine caninclude, but are not limited to, turbojet engines, axial flow jetengines, radial flow jet engines, rocket engines, ramjet jet engines,externally heated (e.g., nuclear, laser, microwave) or combustion drivenjet engines. Certain embodiments of the at least one jet engine 58 canobtain power at least partially from working fluid in the combustionchamber being forced through a turbine section, whereby a variety ofturbine rotors as well as the affixed turbine blades will be caused torotate. The rotation of the turbine rotors will be transferred via ashaft to drive at least portions of the compressor.

Certain embodiments of the at least one energy extraction mechanism 66can include, for example, an at least one electric generator that canextract energy from a variety of locations that apply generatedelectrical power to the at least one torque conversion mechanism 107. Assuch, certain embodiments of the at least one energy extractionmechanism 66 can be configured to extract energy either directly orindirectly from working fluid passing through the jet engine. Certainembodiments of the at least one jet engine 58 can be configured to beexternally heated (e.g., nuclear jet engine, laser jet engine, microwavejet engine, etc.). Certain embodiments of the energy extractionmechanism 66 can be configured to extract energy from the working fluid,and at least partially convert that energy to electrical power. Therecan be a variety of embodiments of the at least one energy extractionmechanism 66, certain of which can include, but is not limited to, atleast one turbine rotational element that can convert kinetic (e.g.,rotational) energy associated with movement of the turbine, turbinerotor, shaft, turbine blades, etc., into generated electricity. Anotherembodiment of the at least one energy extraction mechanism can include,but is not limited to, at least one heat engine such as a Rankine engineor other device, that can convert heat energy such as produced by thecombustion chamber of the jet engine, into generated electricity. Stillother embodiments of the at least one energy extraction mechanism caninclude, but is not limited to, at least one magnetohydrodynamic device,as described in this disclosure, that can convert kinetic (e.g.,translational) energy associated with movement of the working fluidpassing through at least a portion of the jet engine into generatedelectricity.

Certain embodiments of the at least one energy extraction mechanism 66can optionally include, for example, an energy storage device 264.Certain embodiments of the energy storage device 264 to act to storegenerated electricity that exceeds the demand for that electricity. Suchtechniques to use certain embodiments of energy storage devices toprovide power to run the at least one torque conversion mechanism 107can in certain occurrences allow operation of the at least oneindependently rotatable propeller/fan engine 62 during the time ofdemand of the independently rotatable propeller/fan engine withoutputting an immediate electric drain on the at least one energyextraction mechanism 66.

Within this disclosure, certain embodiments of the at least oneindependently rotatable propeller/fan engine 62 can be configured withone or more (typically a plurality of) fan or propeller blades. Certainembodiments of the fan or propeller blades can be angled to rotate aboutthe blade axis either on the ground or during flight, and such bladesare generally referred to as “constant speed propellers”. Otherembodiments of the fan or propeller blades fixerd such as to limit anyrotation about the blade axis, and such substantially fixed blades aregenerally referred to as “fixed propellers”.

Certain embodiments of the hybrid propulsive engine 100 can beconfigured to provide sufficient power (e.g., electrical) to drive(e.g., using the torque conversion mechanism such as an electricalmotor) a variety of embodiments of the at least one rotatable workingfluid displacement engines 74. Certain embodiments of the at least onerotatable working fluid displacement engine 74 can include an at leastone independently rotatable propeller/fan engine 62 that furthercomprises an at least one independently rotatable propeller/fan 258 suchas a propeller or fan. Certain embodiments of the at least one rotatableworking fluid displacement engine 74 can include an at least oneindependently rotatable compressor rotor that can, upon rotation,compress working fluid passing therethrough. Certain embodiments of theat least one rotatable working fluid displacement engine 74 can includean at least one independently rotatable compressor stator 493 that canbe drivingly rotated relative to the at least one compressor rotor orthe at least one rotatable compressor rotor. Still other embodiments ofthe at least one rotatable working fluid displacement engine 74 caninclude an at least one independently rotatable turbine stator 477 thatcan be drivingly rotated relative to one or more turbine rotors.

Certain embodiments of the at least one hybrid propulsive engine 100 canbe configured to provide two sources of power that may be used toprovide thrust or propulsion. Certain embodiments of the jet engine 58can provide a first thrust as driven from the turbine section in asimilar manner as conventional jet engines (a.k.a. Brayton engines), andmay in many ways be configured similar to conventional jet engines.Certain embodiments of an at least one torque conversion mechanism 107can be configured to drive a variety of rotational elements such as mayinclude, but are not limited to, propellers, fans, portions ofcompressors. etc., as described in this disclosure. Certain embodimentsof the energy extraction mechanism can be viewed as independentlyoperable and independently controllable from the at least one jet engine58 (as described herein). Thereby, the at least one hybrid propulsiveengine 100 may each be viewed as a hybrid engine system since it relieson two independently controllable engines (the at least one jet engine58 and the at least one torque conversion mechanism 107, which mayinclude an electric motor).

The operation of a turbine that powers the jet engine 58 may beindependent of mechanical connection (in that there may be no directshaft and/or gear-box connection, or other mechanical connection therebetween) between the torque conversion mechanism 107 and the at leastone turbine rotors of the jet engine. Certain embodiments of the torqueconversion mechanism can power such illustrative, but not limiting,rotatable devices as the at least one independently rotatablepropeller/fan engine 62 and/or at least one compressor rotatable elementof the jet engines 58. This disclosure therefore provides a variety ofembodiments of the at least one hybrid propulsive engine 100 that caninclude an at least one jet engine 58, as well as another rotatabledevice being powered at least partially by certain embodiments of thetorque conversion mechanism 107.

Certain embodiments of the hybrid propulsive engine 100, as describedwith respect to FIG. 2, and other locations in this disclosure, can beconfigured with multiple jet engines 58 that each can be associated withan at least one energy extraction mechanism 66 that can generate powerin the form of electricity. During operation, particularly at periods oflow demand such as during taxi, cruise, or descent of the aircraft,certain of the at least one jet engine 58 can be shut down. Since thisdisclosure describes a variety of embodiments of the at least onerotatable working fluid displacement engine 74 that can be each rotatedby at least one torque conversion mechanisms 107 (and such rotation maynot be provided directly from rotation of the jet engine via a shaft,gear arrangement, etc.), certain embodiments of the hybrid propulsiveengine can require less torque to start as compared with manycorresponding conventional jet engines. It is envisioned that certainembodiments of the torque conversion mechanism 107 acting to rotatecertain of the rotatable working fluid displacement engines 74 can beconfigured to assist in starting the at least one jet engine 58 of thehybrid propulsive engine in flight, or on the ground, as described inthis disclosure.

It is envisioned that within certain embodiments of the hybridpropulsive engines 100, as described with respect to FIG. 2, and otherlocations in this disclosure, the electricity provided generated fromthe energy extraction mechanism 66 for a particular jet engine 58 may beused to supply electricity to at least one torque conversion mechanisms107 and/or one or more energy storage devices 264 that may, or may notbe, operationally associated with that jet engine. Alternately, certainembodiments of the at least one energy extraction mechanism 66 and/orthe at least one energy storage device 264 may or may not provideelectricity to an operationally associated or not operationallyassociated torque conversion mechanism 107, which in turn may providerotation of a variety of the at least one rotatable working fluiddisplacement engines 74 as described in this disclosure. Such conceptsof generating electricity or providing electricity to associated or nonassociated components are referred to in this disclosure, in general, as“power sharing”.

Being able to start the at least one jet engine 58 in flight reliably(as well as on the ground), as described with respect to FIG. 2, andother locations in this disclosure, allows at least some of the at leastone jet engine 58 to be shut down, and those jet engines that continueoperation can be power shared to multiple ones of the at least oneenergy storage device 264, the at least one torque conversion mechanism,and/or the at least one rotatable working fluid displacement engine 74appropriately. Such shutting down of at least one jet engine during lowdemand periods (and allowing continued operation of other continuedoperating jet engines) can be performed in a manner that can allow powersharing to rotate the at least one rotatable working fluid displacementengine 74 as described in this disclosure, can save considerable energysuch as to provide increased fuel economy and range. Allowing forcontinued operation of certain ones of the rotatable working fluiddisplacement engines 74 even when the associated jet engine 58 is shutdown, damaged, or inoperative, as described with respect to FIG. 2, andother locations in this disclosure, can provide for an increased measureof flight safety.

In some cases, reducing the weight of the hybrid propulsive engine 100as compared to conventional aircraft engines involve maintaining atleast as much power per weight production of the at least one rotatableworking fluid displacement engine 74 as combined with the at least onejet engine 58. Certain embodiments of the at least one rotatable workingfluid displacement engine 74, that are typically powered by electricmotors, can be made quite light since electric motors can be quitelight. Certain embodiments of the at least one rotatable working fluiddisplacement engine 74 include energy storage devices (such as batterieswhich may be configured with lithium ion or other high power density andlong lasting materials and designs) that can utilize regenerative orground-based configurations. Such energy storage devices may also beconfigured to be light in weight. Various embodiments of the torqueconversion mechanism 107 can obtain its electricity from a variety ofthe at least one energy extraction mechanism 68, that can include avariety of electric generative sources or electric regenerative sources.

Certain embodiments of the hybrid propulsive engines can provide forindependent operation between various components, such that the relativerotational velocities, ratio of rotational velocities, direction ofrotation, etc. can be adjusted. With certain embodiments of the hybridpropulsive engine 100, various portions of the compressor (e.g.,independently rotatable compressor rotors, independently rotatableturbine stators, and/or independently rotatable compressor stators,etc.) can be independently powered using the at least one torqueconversion mechanism, while other portions of the compressor can bedriven by various components of the jet engine such as within theturbine section. With certain embodiments of the hybrid propulsiveengine 100, various portions of the turbine can be independently poweredusing the at least one torque conversion mechanism 107, while otherportions of the turbine can be driven by the jet engine.

Certain embodiments of the hybrid propulsive engine 100 can beconfigured in a variety of configurations as well as complexities. Forinstance, certain embodiments of the energy extraction mechanism 66 canbe configured to include turbines in the jet engine (e.g. Braytoncycle), such as can be configured to include a variety of number ofstages, dimensions of blades, rotors, stators, etc. Similarly, certainembodiments of the jet engines can include a variety of compressors thatcan be configured with a variety of numbers of stages, dimensions ofblades, rotors, stators, etc.

Certain embodiments of the at least one hybrid propulsive engine 100 canbe configured to allow independent operation and control of at least oneindependently rotatable propeller/fan assembly 108 that can beconfigured as a propeller or a fan. The at least one rotatable workingfluid displacement engine 74 of the at least one hybrid propulsiveengine 100 can be configured to include a variety of embodiments of anat least one independently rotatable propeller/fan assembly 108. Certainembodiments of the independently rotatable propeller/fan assembly 108can be configured to include a propeller (e.g., including a number ofpropeller blades as to form a turboprop engine) being powered by atleast one torque conversion mechanism as described with respect to FIG.3. Certain embodiments of the independently rotatable propeller/fanassembly 108 can be configured to include a fan (e.g., including anumber of fan blades as to form a turbofan engine) being powered by atleast one torque conversion mechanism as described with respect to FIG.4. Certain embodiments of the propeller blade of FIG. 3 or the fan bladeof FIG. 4 can thereby be driven at least partially by such torqueconversion mechanisms 107 as an electric motor, as described in thisdisclosure.

Certain embodiments of the at least one hybrid propulsive engine 100 canbe configured to provided for independent operation and control (e.g.,controlling the rotational velocity, among other parameters) of the atleast one independently rotatable propeller/fan assembly 108 that isconfigured as a propeller or a fan. In FIGS. 3 and 4, the at least oneindependently rotatable propeller/fan assembly 108 can includerespectively at least one propeller and at least one fan can be drivenby the torque conversion mechanism. Each fan blade can have the generalconfiguration and fluid displacement characteristics similar to that ofa propeller blade, but often are arranged and secured in a ductedconfiguration and as such form the fan. Propellers are generally notarranged in ducted configurations, but instead are arranged in unductedconfigurations.

While FIGS. 3 and 4 illustrate two embodiments of the hybrid propulsiveengine 100 in which the at least one rotatable working fluiddisplacement engine 74 is configured respectively as the unductedpropeller to form a turboprop or the ducted fan to form a turbofan,there are other embodiments of the at least one rotatable working fluiddisplacement engine 74 that can be provided.

With certain embodiments of the hybrid propulsive engine 100, the powerthat can be provided by the at least one jet engine 58 can be reduced bythe continual power that can be provided by the at least oneindependently rotatable propeller/fan assembly 108. For example,consider a particular aircraft that can operate with a conventionalturboprop, turbofan, or jet engine having a thrust of R lbs. (R is someinteger). Also consider the at least one independently rotatablepropeller/fan assembly 108 to provide S lbs. of near continual thrust (Sis some integer). Under these circumstances, certain embodiments of thehybrid propulsive engine 100 can be configured with a jet engine havinga reduced thrust of down to R-S lbs. Such jet engines 58 that areconfigured to provide less thrust can often be constructed to belighter. Hopefully, such difference in weight of jet engines used inhybrid propulsive engines 100 as compared to jet engines used to powersimilarly powered conventional turboprops and turbofans can exceed theweight of combination of the at least one energy extraction mechanism66, the at least one (optional) energy storage device 66 (264), and/orthe at least one torque conversion mechanism 107 used to provide powerto the at least one independently rotatable propeller/fan assembly 108.

For example, FIGS. 5 and 6 are diagrams of two embodiment of the atleast one hybrid propulsive engine 100 including at least one rotatableworking fluid displacement engine 74 including at least one rotatablecompressor element. There are a variety of embodiments of the at leastone rotatable working fluid displacement engine 74 that include avariety of at least one rotatable compressor elements that may be drivenby the at least one torque conversion mechanism. Certain embodiments ofsuch varied rotatable compressor elements may include, but are notlimited to, at least one independently rotatable compressor rotor (orsimply at least one compressor rotor). Other embodiments of the at leastone rotatable compressor element that may be driven by the at least onetorque conversion mechanism may include, but is not limited to, at leastone independently rotatable compressor stator 493 that may be configuredto be independently driven relative to an adjacent compressor rotor, asdescribed in this disclosure. With the FIG. 5 embodiment of the hybridpropulsive engine 100, the at least one torque conversion mechanism 107therefore drives the at least one rotatable working fluid displacementengine 74 including at least one independently rotatable compressorrotor. With the FIG. 6 embodiment of the hybrid propulsive engine 100,the at least one torque conversion mechanism 107 therefore drives the atleast one rotatable working fluid displacement engine 74 including atleast one independently rotatable compressor stator 493.

For example, FIG. 7 is a diagrams of an embodiment of the at least onehybrid propulsive engine 100 including at least one rotatable workingfluid displacement engine 74 including the at least one independentlyrotatable turbine stator 477. With certain embodiments of the at leastone rotatable working fluid displacement engine 74, the rotationalvelocity of the at least one independently rotatable turbine stator 477can be independently controlled relative to the rotational velocity ofcertain turbine rotors.

As such, certain embodiments of the at least one hybrid propulsiveengine 100 can include as independently operable engines: a) the atleast one jet engine 58, and b) the at least one rotatable working fluiddisplacement engine 74 such as may be powered at least partially by theat least one torque conversion mechanism 107 as at least oneelectric-powered engine (e.g., rotatable about an axis, centrifugal, orother). Various embodiments of the at least one rotatable working fluiddisplacement engine 74 can be powered at least partially by the at leastone torque conversion mechanism 107 (such as an electric motor), and canthereby include, but is not limited to: the independently rotatablepropeller/fan assembly 108 that can include the propeller and/or a fan,the independently rotatable compressor rotor, the independentlyrotatable compressor stator 493, the independently rotatable turbinestator 477, and/or a combination of these elements as described at manylocations in this disclosure. Various other embodiments of the at leastone rotatable working fluid displacement engine 74, that is powered atleast partially by the at least one torque conversion mechanism 107, candrive a variety of the rotatable compressor elements of the at least onejet engine 58.

Within this disclosure, the “hybrid propulsive engine” 100 can therebybe powered utilizing the two independently controllable engines: the atleast one jet engine 58 as described with respect to FIG. 16, and the atleast one rotatable working fluid displacement engine 74 driven by theat least one torque conversion mechanism 107 as described with respectto FIGS. 3 to 6, and other locations in this disclosure.

Certain embodiments of the at least one hybrid propulsive engine 100 cantherefore be configured such that the at least one jet engine may beconfigured to be relatively small and/or light since a considerableamount of additional power may be provided by the at least one rotatableworking fluid displacement engine 74 as described as described withrespect to FIGS. 3 to 6, as well as other locations in this disclosure.Certain embodiments of the at least one rotatable working fluiddisplacement engine 74 powered by the torque conversion mechanism 107can be made adequately powerful to compensate for certain jet enginedesigns having limited power.

For aviation in general, it has historically been desirable to maximizethe power of the engines such as jet engines, while limiting the weightthereof. The more powerful the engine (other aspects of the aircraft andairframe such as weight being similar), typically the faster theaircraft can travel, the shorter the length of the runway for take offand landing, and the greater load that can be carried by the aircraft.But too much weight such as may result from a heavy engine limits theability of the aircraft to get off the ground and fly. Certainembodiment of the at least one hybrid propulsive engine 100 can beconfigured to be quite powerful based on the use of two engines: the atleast one jet engine 58 and the at least one rotatable working fluiddisplacement engine 74 driven by the at least one torque conversionmechanism 107 (e.g., the at least one independently rotatablepropeller/fan engine 62 or the compressor rotatable elements 103). Insome cases, using the two engines in combination, at full power (ornear-to full power), can provide for considerable or even increasedthrust as compared with a single engine. Typically, however, suchcombined maximum thrust can be maintained for relatively brief durationssince the torque conversion mechanism can often operate maximum outputfor only relatively brief durations. The percentage of flying time foraircraft that requires full power may be relatively brief for a numberof flights. As such, when the relative and total powers of the jetengine 58 and the at least one independently rotatable propeller/fanengine 62 for a particular aircraft is being configured, it may beappropriate to consider the power the aircraft would require to performa variety of flight operations.

The generalized block-diagram embodiment of the at least one hybridpropulsive engine 100 in which the torque conversion mechanism 107 (suchas an electric motor) provides torque to power a variety of embodimentsof the at least one rotatable working fluid displacement engine 74 asdescribed with respect to FIG. 6, are now described in greater detailwith respect to FIGS. 8, 9, 10, and 11. In the FIG. 8 embodiment of thehybrid propulsive engine 100, the at least one rotatable working fluiddisplacement engine 74 is configured to include the at least oneindependently rotatable propeller/fan engine 62. In the FIG. 9embodiment of the hybrid propulsive engine 100, the at least onerotatable working fluid displacement engine 74 is configured to includethe at least one independently rotatable compressor rotor 120. In theFIG. 10 embodiment of the hybrid propulsive engine 100, the at least onerotatable working fluid displacement engine 74 is configured to includethe at least one independently rotatable compressor stator 493. In theFIG. 11 embodiment of the hybrid propulsive engine 100, the at least onerotatable working fluid displacement engine 74 is configured to includethe at least one independently rotatable turbine stator 477.

As described relative to FIGS. 2, 3, 4, 5, and 8, as well as otherlocations in this disclosure, certain embodiments of the at least onerotatable working fluid displacement engine 74 configured as the atleast one independently rotatable propeller/fan engine 62 can be poweredat least partially using the torque conversion mechanism 107. A varietyof embodiments of the torque conversion mechanism can be powered orcharged responsive to electricity generated by the electric generatorthat is rotated with the turbine rotatable element. Certain embodimentsof the independently rotatable propeller/fan engine 62 can thereforeinclude the at least one independently rotatable propeller/fan assembly108, an at least one energy extraction mechanism 66, an at least onetorque conversion mechanism 107, as well as the at least oneindependently rotatable propeller/fan 258. Certain embodiments of the atleast one independently rotatable propeller/fan 258 (configuredrespectively as a propeller or fan) can, at least partially, form arespective turboprop engine or a turbofan engine, as generally known inaircraft design and as described in this disclosure in greater detailherein.

By comparison, as described relative to FIGS. 5 and 9, as well as otherlocations in this disclosure, certain embodiments of the at least onetorque conversion mechanism 107 can be used to drive at least oneindependently rotatable compressor rotor 120. Certain embodiments of theat least one independently rotatable compressor rotor 120 can thereby bepowered at least partially using the torque conversion mechanism 107, asare described later in this disclosure.

Additionally, as described relative to FIGS. 6 and 13, as well as otherlocations in this disclosure, certain embodiments of the at least onetorque conversion mechanism 107 can be used to drive at least oneindependently rotatable compressor stator 493. Certain embodiments ofthe at least one independently rotatable compressor stator 493 canthereby be powered at least partially using the torque conversionmechanism 107, as are described later in this disclosure.

As described relative to FIGS. 7 and 11, as well as other locations inthis disclosure, certain embodiments of the at least one torqueconversion mechanism 107 can be used to drive at least one independentlyrotatable turbine stator 477. Certain embodiments of the at least oneindependently rotatable compressor stator 493 can thereby be powered atleast partially using the torque conversion mechanism 107, as aredescribed later in this disclosure.

Certain embodiments of the at least one hybrid propulsive engine 100 canthereby utilize the at least one torque conversion mechanism 107 whoseelectricity supplied thereto is generated at least partially from theenergy extraction mechanism 66 that is typically configured as anelectrical generator of a variety of configurations, as described withrespect to FIG. 2, that extracts electricity in some manner from the atleast one jet engine 58. Certain embodiments of the energy extractionmechanism 66 can be configured as described with respect to FIG. 3, 4,or 5 to extract electricity responsive to rotational motion of theturbine rotatable element (e.g., a turbine rotor, a turbine blade, ashaft driven by the turbine rotor, etc.) as described in thisdisclosure. Alternatively, another turbine that differs from the atleast one turbine rotatable element (such as a power generation turbinethat may be situated upstream of, downstream of, or fluidly proximatethe turbine section) can generate electricity for the torque conversionmechanism 107. Certain embodiment of the torque conversion mechanism 107can receive electricity generated by magnetohydrodynamics by whichelectric energy is generated from a flow of working fluid through the atleast one jet engine, as described in this disclosure.

Yet other embodiments of the torque conversion mechanism 107 can receiveelectricity generated using a heat engine 717 such as a Rankine engineor steam turbine, as described with respect to FIG. 15. Certainembodiments of the heat engine can operate to generate electricity fromheat such as contained in steam. In Rankine engines, as well as otherheat engines, electric energy can be generated responsive to heat from aflow of working fluid through the at least one jet engine, as describedin this disclosure.

Conventional jet engines have undergone considerable design,performance, and efficiency modification in an effort to improve theiroperational characteristics, as well as their fuel efficiency. The rangeas well as performance of many aircraft (or other vehicles) using thejet engines 58 may depend largely on the efficiencies of their jetengine. Increased fuel efficiencies of jet engine(s) 58 in aircraft 75(or other vehicles 98) typically result in aircraft being able to flyfurther, faster, and/or less expensively (with less fuel burn), whilelimiting the amount of unburnt fuel as well as other such undesirablecombustion by-product gasses as greenhouse gasses that may be producedby the jet engines that are emitted for the aircraft into theatmosphere. Certain jet engines 58 can consume an immense amount of fuelduring their operation, such that fuel represents a considerableexpense. In general, efficiency within jet engine design is a majorconsideration, since generally more efficient engines typically consumeless fuel, and discharge fewer emissions and greenhouse gasses into theatmosphere.

Torque conversion mechanisms such as electric motors may have relativelypredictable operations, even through a variety of altitudes (such asrelatively consistent output rotatable velocities for given electricinput) as compared with internal combustion engines. As such, ajudicious selection between the at least one jet engines and the atleast one torque conversion mechanism can provide for increased power(typically associated with increasing safety of the aircraft as well),as well as increasing efficiency utilizing a variety of hybridtechniques and technologies, as described in this disclosure. Theincrease in the price of gasoline and aviation fuel, along with theeconomics of aircraft or jet operation, provides a real threat to thehealth of the aviation and transportation industries. Certain of suchdesign improvement in at least one jet engines 58 can provide for one ormore of: increased speeds for aircraft 75, increased climb-rates foraircraft, improved comfort in aircraft, faster or quicker flights inaircraft, safer or more reliable air travel, air travel at higheraltitudes in aircraft, increased fuel efficiencies of the aircraft, andallowing more passengers to travel in certain aircraft as compared withless efficient aircraft.

A variety of embodiments of jet engine designs have been provided forcommercial jets, military jets, business jets, as well as generalaviation jets, and the newer and existing designs generally are similarin many ways to that described with respect to FIG. 16. Relativelyefficient jet engine designs had been recently developed, and arereferred to generally as “small jet engines” or “small gas turbines”,many of which could be integrated or utilized in certain embodiments ofthe hybrid propulsive engine 100. Such relatively small jet engines canbe used to make a variety of aircraft more powerful, as well as moreenergy efficient. Due to their relatively small size and/or use ofefficient materials, such small jet engines tend to provide for improvedfuel efficiency. Certain embodiments of such small jet engines, as wellas other sized jet engines, can be configured as hybrid propulsiveengines 100 such as to provide increased efficiencies through thevarious sizes of jet aircraft, as well as applied to the various sizesof aircraft. A variety of certain embodiment of the aircraft 75 may beconfigured, for example, with one or more turboprop type of at least onejet engine 58 as described with respect to FIG. 3 as well as otherlocations in this disclosure, or one or more turbofan type of at leastone jet engines 58 as described with respect to FIG. 4 as well as otherlocations in this disclosure. The selection between a turbopropconfiguration or turbofan configurations may be viewed as a designchoice, depending on such factors as the size, weight, desired operatingcharacteristics of the aircraft. The embodiments of the hybridpropulsive engine 100 that are configured as turboprop or turbofanengines may be relatively efficient (consume less fuel) as compared withcomparable jet engines operating alone. A variety of conventional,relatively inefficient, jet engine, turboprop, and/or turbofan can havetheir efficiencies improved by retrofitting them in a manner consistentwith the various aspects of the at least one hybrid propulsive engine100, as described in this disclosure.

In general, turbofans have a ducted enclosure defined by a duct, and theduct can enclose at least part of the jet engine and the fan. Turbofanstherefore can have a definable bypass ratio that considers working fluidpassing through the fan divided by working fluid passing through the jetengine. In general, increasing the bypass ratio can act to considerablyincrease the fuel efficiencies of jet engines during such periods astake-off and climb. In certain instances, for example, it is envisionedthat the bypass ratio may be greater than or equal to 10.

Comparing the efficiencies of propeller-driven aircraft as compared withjet aircraft (that include turboprop and turbofan that are respectivelyconsidered a type of jet aircraft with a respective propeller or fanadded); propeller aircraft are typically more efficient at loweraltitudes and when traveling a relatively short distances. Jet enginesare typically more efficient when traveling at higher altitudes or aretraveling relatively long distances such as during cruise. There are avariety of jet engines that have been designed which are configured tooperate at lower altitudes more efficiently due to, among otherconsiderations: bypass ratios (as described later in this disclosure).Generally, the bypass ratio defines the mass of working fluid passingthrough the independently rotatable propeller/fan assembly 258 dividedby the mass of working fluid passing through the jet engine 58. As such,a turbofan with a bypass ratio of six, for example, will have six timesthe mass of air passing through the rotary propeller/fan 258 as the massof air flowing through the jet engine 58. By comparison, turboprops dohave more undeterminable bypass ratios, but the bypass ratio may beconsidered as the ratio of the mass of air passing through the propellerdivided by the mass of air passing through the jet engine 258.

Some percentage of the working fluid being powered by the at least oneindependently rotatable propeller/fan assembly 108, as described withrespect to FIGS. 3 and 4, can be configured to direct the working fluidsuch as to flow through the at least one jet engine 58. By comparison,some percentage of the working fluid flowing through the at least oneindependently rotatable propeller/fan assembly 108 can be configured toflow around the at least one jet engine 58, and thereby bypass theinternal portion of the jet engine 58 including the at least onecompressor section 102, the at least one combustion chamber 109, and theat least one turbine section 104.

There are a variety of conventional turbofans that are being providedwith a variety of improved configurations and materials, such as byutilizing relatively large bypass ratios, as described in the article“Who Says a Jet Can't Be Cheap”, David Noland, Air & Space Magazine,Mar. 1, 2008 (incorporated herein by reference in its entirety). Some ofthese efficient conventional engines have had difficulty becomingcertified and/or being commercially competitive. Additionally, certainconventional jet engines can utilize a variety of materials, ceramics,alloys, etc. to provide relatively efficient operation such as byoperating at high temperatures or operating with suitable tolerances asto provide desired pressure differentials. Certain embodiments ofpropeller driven aircraft may be considered as relatively controllableor responsive (e.g., do not require considerable time for the engine toaccelerate) as compared with certain jet engines that requireconsiderable time to spool up, due to the relative weight, and inertia,of the rotatable elements.

Certain embodiments of the at least one hybrid propulsive engine 100 canbe configured in block diagram form as described with respect to FIG. 8in those instances where the torque conversion mechanism 107 at leastpartially powers rotation of the independently rotatable propeller/fanengine 62 configured as a turboprop or turbofan. Certain embodiments ofthe at least one hybrid propulsive engine 100 can be configured in blockdiagram form as described with respect to FIG. 9 in those instanceswhere the torque conversion mechanism 107 at least partially powersrotation of the at least one independently rotatable compressor rotor.Certain embodiments of the at least one hybrid propulsive engine 100 canbe configured in block diagram form as described with respect to FIG. 10in those instances where the torque conversion mechanism 107 at leastpartially powers rotation of the at least one rotational compressorstator. Certain embodiments of the at least one hybrid propulsive engine100 can be configured in block diagram form as described with respect toFIG. 11 in those instances where the torque conversion mechanism 107 atleast partially powers rotation of the at least one rotational turbinestator.

Certain embodiments of the hybrid propulsive engine 100 may becontrolled at least partially using the hybrid propulsive enginecontroller 97 using a variety of mechanisms and techniques as describedin this disclosure. Such controlling techniques by the hybrid propulsiveengine controller 97 can depend on such factors as whether there is apilot, operator, or passengers in the aircraft, the configuration of theaircraft, the preference of the pilot or operator, the sophistication ortype of the controls, the level of automation involved in the operationof the at least one hybrid propulsive engine 100, and/or a variety ofother design particulars.

FIGS. 17 to 22 show a number of embodiments of certain rotatable orstatic turbine element configurations of the at least one jet engine 58,as illustrated along sectional lines 1-1 or 2-2 of FIG. 16, as describedin this disclosure. FIGS. 23 to 29 show a number of embodiments ofcertain rotatable or static compressor element configurations of the jetengine 58 as illustrated along sectional lines 3-3 or 4-4 of FIG. 16, asdescribed in this disclosure. The variety of embodiments of the turbinesection 104 of the jet engine 58 as described with respect to FIGS. 16and 17 to 22 provides for receiving at least some of the thrust for theaircraft or other vehicle, such as may be converted into electricity.

In certain embodiments of the at least one jet engine 58, the turbinerotatable elements 105 can provide at least some of the power associatedwith the rotational motion thereof to generate electricity; suchelectricity can be used to run the torque conversion mechanism 107 asdescribed with respect to FIGS. 2 to 11. Additionally a variety ofadditional power providing turbines 714 as described with respect toFIG. 16 can be situated upstream of, downstream of, or proximate to theturbine section 104 such as to generate power. Certain of suchadditional power providing turbines may not be configured to drive thecompressor section 102, as is the case with those turbines included inthe turbine section 104.

This disclosure provides a variety of embodiments of the hybridpropulsive engines 100 that can power a rotatable propeller/fan asdescribed, in block form, with respect to FIG. 8. A variety ofembodiments of the jet engine 58 can be individually controlled withrespect to a variety of embodiments of the independently rotatablepropeller/fan engine 62. With certain embodiments of the hybridpropulsion engine 100, the independently rotatable propeller/fan engine62 can be powered at least partially using an at least one torqueconversion mechanism 107.

Certain embodiments of the energy extraction mechanism 66, as describedin block form with respect to FIGS. 8 to 11, as well as schematicallywith respect to FIGS. 2 to 5 as well as other locations in thisdisclosure, can generate electricity at least partially relying onmotion of the at least one rotatable turbine element that moves relativeto turbine section 104, motion of another turbine distinct from theturbine section, and/or motion or heat of the working fluid passing atleast partially through the jet engine 58. Such embodiments of the atleast one energy extraction mechanism 66 can be used to either directlyor indirectly generate electricity.

Certain embodiments of the hybrid propulsive engine 100 may generateelectric energy (e.g., using the electric generator configured as theenergy extraction mechanism 66) of one independently rotatablepropeller/fan assembly 108 which is situated to the one location andgenerate thrust with the jet engine 58 at another possibly separate,distinct location (e.g., the at least one turbine section 104). Thethrust generated in the two distinct locations can be relativelycontrolled in certain embodiments of the hybrid propulsive engine 100.For example, in certain embodiments of the hybrid propulsive engine 100,electric power generation can be provided by a turbo-alternator and/or athrust-generation at least partially within the at least oneindependently rotatable propeller/fan assembly 108. Certain embodimentof the energy extraction mechanism 66 can include a provision forincluding one or more energy storage devices such as batteries, etc., aswell as a number of rotatable devices driven by the torque conversionmechanism at a variety of locations relative to the chest engine withinthe aircraft.

FIGS. 12, 13, 14, and 15 show a variety of embodiments of the energyextraction mechanism 66 (varieties of which may be viewed as electricgenerators) that can convert varied mechanical energy, kinetic energy,heat energy, etc. into electric energy. Certain embodiments of theenergy extraction mechanism 66 (that may include the electricgenerator), as described with respect to FIGS. 12 and 13, can convertthe rotational turbine mechanical energy of the electric generator rotor1062 (that is rotatably coupled relative to the turbine rotatableelements 105) into electric energy following at least partially throughthe at least one electric generator winding 1064. With the FIG. 12embodiment, the electric generator rotor can be rotatably coupled to theshaft 64. Certain embodiments of the energy extraction mechanism 66 thatare configured to generate electricity based at least partially on therotary motion of the turbine rotors 132 are described with respect toFIG. 12, in which the at least one energy extraction mechanism includesa distinct electric generator connected to the shaft, or some otherrotatable member. Such energy extraction mechanisms 107 (such as theelectric motor) may have to be configured to operate at least partiallywithin the operating conditions of the jet engine, or proximate thereto.

By comparison, in FIG. 13, the electric generator rotor is attached toat least one of the turbine rotatable elements, with the at least oneelectric generator winding 1064 being positioned in close proximitythereto. Such movement of the magnet at least partially forming theelectric generator rotor 1064 may result, for example, from rotation ofthe turbine rotatable component as described with respect to FIGS. 12and 13; which can be configured to result in a steady flow of electronsin the electric generator winding 1064. Certain embodiments of theelectric generator relies on electromagnetic induction between the atleast one electric generator rotors and at least one electric generatorwinding. Within the electric generator rotor 1064, if the electricconductor of the electric generator winding can be moved relative to(e.g., through) a magnetic field, electric current will flow (beinduced) in the conductor of the electric generator winding. As such,the mechanical energy of the moving conductor can be converted into theelectric energy of the current that flows in the electric conductor ofthe electric generator winding.

In certain embodiments of the embodiment of the at least one energyextraction mechanism 66 that is configured to comprise the energyextraction mechanism 66 such as the electric generator 106, themechanical energy is provided by the working fluid flowing through thejet engine, which in turn can act to turn the turbine, the shaft, aswell as the compressor. Considering that Faraday's equations indicatethat, moving the conductor through the magnetic field causes electriccurrent to flow in the conductor, which results in electricity beingproduced. Certain embodiments of electric generators may be configuredas a direct current (DC) electric generator that typically has acommutator; or an alternating current electric generator, whichtypically works without a commutator.

Certain embodiments of the energy extraction mechanism 66 that mayinclude the electric generator 106 as described with respect to FIG. 14can convert mechanical kinetic energy of the working fluid 1054 passingthrough the jet engine 58 into electric energy following at leastpartially through the at least one electric generator winding 1064. Suchtechniques of generation of electricity based on movement of a fluidsuch as air, with certain added ingredients, is referred to generally asmagnetohydrodynamics. Certain materials or elements such as Cesium canbe applied to the working fluid passing through at least a portion ofthe jet engine such as to improve the effectiveness of themagnetohydrodynamics.

Certain embodiments of the hybrid propulsive engine 100 can include aheat engine such as a Rankine engine 713, as described with respect toFIG. 15, that can generate energy from the heat of the working fluidexiting the jet engine 58. Such embodiments of the hybrid propulsiveengine 100 may be configured as a combined cycle, including the jetengine 58 (a.k.a. Brayton cycle) whose output, heated, working fluid isapplied to at least a portion of the Rankine engine 713. Combined cycleengines tend to be highly efficient, since much of the energy loss fromthe heat contained in the working fluid passing through the jetengine/gas turbine can be regenerated using the Rankine engine/steamturbine. Certain embodiments of the heat engine 713 (e.g., that may beconfigured as a Rankine engine such as a steam turbine engine) asdescribed with respect to FIG. 15 can include, but are not limited to, aboiler 715, a steam turbine 717, a steam turbine electric motor 719, acondenser 721, and an energy-transfer fluid path 723. Certainembodiments of the boiler 715 transfer the exhaust heat from the jetengine 58 to the energy-transfer fluid circulating about theenergy-transfer fluid path 723, thereby causing the heat energy-transferfluid being applied to the steam turbine 717 to be in the form of steam.Certain embodiments of the boiler 715, the condenser 721, and/or theenergy-transfer fluid path 723 can contain an at least one heatreceptive fluid such as may be viewed as being contained within an atleast one heat engine. Certain embodiments of the heat engine 713 canconvert the energy of the steam-form of the energy-transfer fluid intorotational mechanical motion of the steam turbine 717 (e.g. rotors),which can thereby be transferred as rotation of the steam turbinegenerator rotor 717 (which is subsequently converted into electricityusing electric generator techniques). Certain embodiments of thecondenser 721 can convert the energy-transfer fluid exiting the steamturnine from its gas form into its liquid form. In certain embodimentsof the hybrid propulsive engine 100 relying on the heat engine 713 suchas the Rankine cycle, the steam turbine 717 may be relatively small andlight, such as sized and configured to retrieve some percentage of theheat energy lost through the working fluid passing through the nozzle.

By moving the at least one magnet associated with the electric generatorrotor 1064 and/or the working fluid 1054 of FIG. 12, 13, or 14 near aconductor of the at least one electric generator winding 1064, themagnetic field will cause an electric flow in the conductor as a resultof a resultant force on the electrons in the conductor. Certainembodiments of the electric generator can be considered as a device thatrelies at least partially upon movement of a magnet associated with theelectric generator rotor 1064 and/or the working fluid 1054 of FIG. 12,13, or 14 near an electric conductor of the at least one electricgenerator winding 1064. Such electric conductor(s) may be integrated inthe turbine rotatable element, or may be included in the materialapplied within the working fluid flowing through or exiting the jetengine 58.

FIG. 12, 13, 14, or 15 therefore illustrate the structure of a varietyof illustrative embodiments of the torque conversion mechanism 107 thatincludes, but is not limited to, at least one motor rotor 1074 and atleast one motor winding 1072. Electric current supplied at leastpartially from the electric generator 106 can be provided (typically viadriving electronics 66 that can be used to control the application ofthe electricity) to rotate the at least one motor rotor 1074. Whenelectric current passes through the at least one motor winding, rotationcan thereby be imparted to the at least one motor rotor 1074 (and theconnected rotatable structure) using recognized motor techniques.

The rotation of the motor rotor 1074 of the torque conversion mechanism107 of FIG. 12, 13, 14, or 15 can thereby be provided to rotate avariety of the at least one independently rotatable propeller/fan 258 asdescribed with respect to FIGS. 3, 4, and 8 and other locations in thisdisclosure, a variety of the independently rotatable compressor rotorsas described with respect to FIGS. 5 and 9 and other locations in thisdisclosure, a variety of the independently rotatable compressor statorsas described with respect to FIGS. 6 and 10 and other locations in thisdisclosure, or a variety of independently rotatable turbine stators asdescribed with respect to FIGS. 7 and 11 and other locations in thisdisclosure.

Certain embodiments of the hybrid propulsive engine 100, can thereforeinclude but are not limited to the at least one jet engine 58 (which incertain instances may, or may not, include a turbine powered engine118), the at least one independently rotatable propeller/fan engine 62,and at least one energy extraction mechanism 66. Certain embodiments ofthe at least one jet engine 58 as described with respect to FIGS. 3, 4,9, and 10 and other locations in this disclosure, may be configured toprovide a first controllable thrust, motive force, or power to propelthe aircraft 75, or other vehicle 98 of FIG. 1 at least partiallyutilizing power generated by motion of the turbine section 104, bymotion of another turbine distinct from the turbine section, and/or bymotion of a working fluid passing at least partially through the jetengine 58. Certain embodiments of the at least one independentlyrotatable propeller/fan engines 62 may be configured to provide a secondcontrollable thrust, motive force, or power to the aircraft 75, or othervehicle 98 at least partially utilized in power supplied from the torqueconversion mechanism 107.

Certain embodiments of the jet engine 58, as described in detail withrespect to FIG. 16 can include but is not limited to, at least onecompressor section 102, at least one turbine section 104, and at leastone combustion chamber 109. The working fluid that passes through, andis acted upon, by certain embodiments of the jet engine 58 (as well ascertain embodiments of the hybrid propulsive engine 100), may be viewedas the fluid (typically primarily gas and/or liquid) passing through theat least one at least one jet engine 58 and/or the independentlyrotatable propeller/fan engine 62 that is used to drive the engines 58and/or 62. Inlet vanes, inlet guides, or inlet blades (not shown) can bepositioned upstream of the independently rotatable propeller/fan engine62 within the jet engine(s) 58 (in turbofans or turboprops) to guide theflow of inlet working fluid to the jet engine such as to a compressorinlet of the compressor section 102. The working fluid may include, butis not limited to: air, which may or may not be mixed with fuel such asaviation fuel or other constituents. The working fluid is acceleratedfrom the turbine to the nozzle. Such accelerating the working fluid fromthe nozzle chamber 59 tends to reduce the pressure of the working fluidat the nozzle chamber, and the exhaust downstream there from.

Typically, in conventional jet engines, the working fluid passes fromthe at least one compressor section 102 via the at least one combustionchamber 109, and is thereupon accelerated through the at least oneturbine section 104 in which at least one turbine rotatable element isdriven by the rushing working fluid. Certain embodiments of the jetengines 58, in general, can establish thrust by effectively applyingheat to and/or expanding the working fluid, and thereby forcing oraccelerating the working fluid out a nozzle chamber 59 (to the exhaust).

FIG. 16 shows one embodiment of the at least one at least one jet engine58 that can be operatively controlled to provide a controllable thrust,and which includes, but is not limited to: the at least one compressorportion 102, the at least one combustion chamber 109, and/or an at leastone turbine section 104. This progression through the at least onecompressor portion 102, the at least one combustion chamber 109, to theat least one turbine section 104 represents the route that the workingfluid generally flows through when flowing from the inlet to exhaustthrough the jet engine 58. During operation, certain embodiments of theat least one jet engines 58 can be configured to act to controllablyprovide thrust to the aircraft 75 of FIG. 16 utilizing the interactionbetween (from inlet to exhaust) the at least one compressor section 102,the at least one combustion chamber 109, and the at least one turbinesection 104.

Certain embodiment of the at least one compressor section 102 cantherefore be configured to compress the working fluid at the inletwithin the at least one at least one jet engine 58 to a higher pressureat those regions downstream of the compressor section 102. Following thecompression of the working fluid as provided by the compression section,the working fluid can be applied to an at least one combustion chamber109 at within certain regions of the jet engine downstream of thecompressor section 102 (which may, in turn, be in fluid communicationwith an at least one turbine inlet of the turbine section). Combustionwithin the at least one combustion chamber 109 typically can takes theform of a substantially continuous process. Working fluid including airand aviation fuel are mixed at a recognized proximate air-fuel ratio of14:1 at which mixture the operative regions of the combustion chamber109 can most effectively undergo combustion, but many practical turbineor combustor materials cannot withstand such intense heat on acontinuous basis as produced by the approximate air-fuel ratio of 14:1.The air-fuel ratio of approximately 14:1 is also particularly suited toa variety of piston internal combustion engines, as well.

This potential damage resulting to the combustion chamber resulting fromthe entire combustion chamber undergoing combustion at the same time canbe limited, in certain embodiments of design of the combustion chambers109, by separating the working fluid flowing within the compressor intotwo or more streams, referred to in this disclosure for illustrativepurposes as a primary stream and a second stream. The primary stream maybe used to burn the fuel at approximately the most effective (e.g.,stoichiometric) air-fuel ratio of approximately 14:1, and the secondarystream is then mixed with the high temperature combustion products fromthe primary stream to limit the continuous operating temperature withinthe combustion chamber 109 to below such a high level as to limit damagethereto. This process of mixing the multiple temperature components ofthe working fluid together can be referred to as “dilution”, oralternately “temperature dilution”, and is generally understood by thoseskilled in gas turbine design or jet engine design. Such designing ofone or more flows of working fluid the combustion chamber 109 istherefore understood to those skilled in the combustion chambertechnologies. This result in a more complete and efficient combustion ofthe fuel, and the entire mass of compressed air heated evenly to thedesign operating temperature of the turbine.

Within certain embodiments of the hybrid propulsive engine 100, a fuelsuch as gasoline, jet fuel, or aviation fuel vaporized within air cantherefore be ignited and combusted within the at least one combustionchamber 109. The combustion of the fuel contained in the working fluidwithin the combustion chamber typically results in an increase intemperature of the working fluid, thereby causing the working fluid toexpand and force itself, as expanded working fluid, through the at leastone turbine section. As the working fluid expands as a result of theincreased temperature, the expanded working fluid therefore is directedat the inlet portion 112 of the at least one turbine section 104 underconsiderable pressure and temperature. The working fluid, underconsiderable pressure as well as temperature through desired expansion,forces the working fluid through the blades of the turbine, effectivelyrotatably driving the at least one turbine rotatable element 105 of theat least one turbine section 104.

Within certain embodiments of the at least one jet engine 58, the atleast one combustion chamber 109 is in fluid communication with an inletportion 112 of the at least one turbine section 104. Certain embodimentsof the at least one combustion chamber 109 can be configured to ignitefuel that is air to form the working fluid, to expand, heat, and providesufficient energy to cause the working fluid to be forced through theturbine section with sufficient velocity to accelerate at least oneturbine rotatable elements 105 (including turbine rotors, turbine rotorblades, etc.) that may be situated in or associated to the at least oneturbine section 104. Certain embodiments of the combustion chamber mayinclude an igniter or combustor (not shown in any great detail, butgenerally understood by those skilled in the associated technologies).The purpose of the combustion chamber 109 is therefore to apply fuelinto the working fluid to the desired mixture and then ignite, combust,and maintain combustion involving the combustible components (e.g., jetfuel, aviation gas) of the working fluid to cause expansion of theworking fluid as being applied to an at least one turbine rotatableelement(s) 105. Certain embodiments of the at least one turbinerotatable elements 105 that can be configured to include the at leastone turbine rotor assembly 129 of FIG. 17, that in turn can include theat least one turbine rotor 130 as well as the associated turbine rotorblades 134. Gas turbines in general, and jet engines 58 in particular,operate by rotation of the at least one turbine rotatable elements 105that can be configured to include the at least one turbine rotorassembly 129 of FIG. 17 thereby also rotate with the shaft 64, and oftenthe independently rotatable compressor rotor assembly 155 of FIG. 23.

As described in this disclosure, in certain embodiments of the at leastone hybrid propulsive engine 100, rotation of the turbine rotatableelement 105 and/or the shaft 65 utilizing the energy extractionmechanism 66 as described with respect to FIGS. 8-11, and 12-15 can beused to generate electricity utilizing generally understood electricgeneration techniques and mechanisms. In certain embodiments of the atleast one hybrid propulsive engine 100, electricity can be generatedbased at least partially on utilizing energy contained fluid passingthrough the at least one jet engine 58. In certain embodiments of the atleast one hybrid propulsive engine 100, electricity can be generatedbased at least partially on a combination of utilizing energy containedfluid passing through the at least one jet engine 58 and rotation of theturbine rotatable element 105, and/or the shaft 65, utilizing generallyunderstood electric generation techniques and processes.

Certain nervous aircraft passengers may ask what happens to the aircraftif the engine stops running. While the probability of this happening isexceedingly small, it is highly desirable in aviation, as well as manyvehicular systems, to provide back-up for critical systems (such aspropulsion systems) where practical. In addition, redundant systems areviewed as enhancing reliably in certain aviation systems such as toensure they operate well during normal operation. With certainembodiments of the hybrid propulsive engine 100, certain embodiments ofthe independently rotatable propeller/fan engine 62 can continue tooperate even if an associated one or more of the jet engine 58 isinoperative, broken, or shut down (providing the remaining jet enginescan support flight of the aircraft. Weight is also a factor in aviation,such that things which add too much weight to an aircraft (depending onthe type of aircraft, capabilities of jet engines, etc.) can affect theflight characteristics, and even the ability for an aircraft to fly.Torque conversion mechanisms tend to be relatively light for a givenpower, and there is no need for heavy fuel, as well as weight heavyshafts, etc.

This disclosure describes certain embodiment of the at least one hybridpropulsive engine 100 that can be configured such that a portion (e.g.,a independently rotatable propeller/fan engine 62) can continue tooperate even if one or more jet engine fails, for a duration that may berelatively brief such as to allow for maneuvering, flight for particulardistances, landing, approaches, climbing, etc. The more powerful andlonger lasting which the combination of the energy storage device andthe torque conversion mechanism are, the more could be expected toassist with the propulsion of the at least one hybrid propulsive engine100, as described in this disclosure.

Additionally, certain embodiments of the torque conversion mechanism 107can provide for a variety of desirable operations, such as they mayoperate relatively consistently through a variety of altitudes.Conventional piston engines, for example, loose a considerable amount oftheir power as the aircraft climbs to higher altitudes, such as 5,000 to20,000 feet. Such reduction of performance of the piston engines may beconsidered a design limitation. Certain jet engines may be relativelyinefficient during climb-out. By comparison, certain embodiment oftorque conversion mechanisms, as described in this disclosure relatingto certain embodiments of the hybrid propulsive engine 100, cannot losetheir performance at such a rapid rate with a climb in altitude.

As described with respect to FIG. 16, and other locations in thisdisclosure, the at least one jet engine 58 can include at least oneturbine section 104 which is rotatably driven by high temperature andpressure working fluid forcing its way from the combustion chamber 109,via the turbine section 462, to the nozzle 59. Each turbine section 104includes at least one turbine 462, each of which is arranged with one ormore turbine stages 464. During operation, the pressure of the workingfluid situated adjacent to each turbine stage 464 diminishes from thoseturbine stages situated adjacent the turbine inlet 112 to those turbinestages situated adjacent the nozzle or exhaust portion 59.

The turbine includes a number of turbine stages 464 arranged in series.Each of the one or more turbine stages 464 can, depending on context,include a turbine rotor assembly 129 interspaced with a turbine statorassembly 131. Certain embodiments of the turbine rotor assembly 129 istypically substantially fixedly mounted to, and rotates as a unit with,at least a portion of the shaft 64 about which the at least one turbine462 is operationally situated. Certain embodiments of the turbine rotorassembly 129 as described with respect to FIG. 16 can include, but isnot limited to, a turbine rotor 130 and a number of turbine rotor blades134. Certain embodiments of the at least one turbine rotor blades 134are fixedly mounted about (and extend radially from) a peripheralsurface of the turbine rotor 130, which in turn is fixedly mounted tothe shaft 64. With certain embodiments of the jet engine 58, a space isprovided between the jet engine casing 146 and an outer surface of theturbine rotor blades 134, as described with respect to FIGS. 16, 17, and22.

Certain embodiment of the at least one turbine 462 are thereforetypically formed with a series of turbine stages 464 including theturbine rotor assembly 129 as described above with respect to FIGS. 16,17, and 22, and the turbine stator assembly 131 as described in thisdisclosure with respect to FIGS. 16 and 18 to 22. Each turbine rotorassembly 129 is typically respectively arranged as a turbine rotor 130having a series of substantially radially extending turbine rotor blades134 extending there from. Each turbine stator assembly 131 as describedin this disclosure with respect to FIGS. 16 and 18 to 22 is typicallyrespectively arranged as the turbine stator 132 with a series ofsubstantially radially extending turbine stator blades 136 mounted toand extending radially relative to the jet engine casing 146 (or amounting member secured thereto). In general, at least some turbinerotor assemblies 131 including the turbine rotors 130 (along with theassociated turbine rotor blades 134) are fixedly attached, and can beconfigured to rotate with one or more shafts 64. As such, the turbinerotors can be substantially concentric and rotatable about an axissubstantially aligned with one or more shafts 64. By comparison, the atleast one turbine stator assembly 130 including the turbine stators 132(along with the associated turbine stator blades 136) remainsubstantially fixed relative to the jet engine casing 146 of the atleast one turbine 462 and can, but do not have to be, substantiallyconcentric about the axis substantially aligned with the at least oneshaft 64.

There are a variety of configurations of the turbine stator assembly131, certain of which are described with respect to FIGS. 16 and 18 to22. Considering the FIG. 18 embodiment of the turbine stator assembly131, a circular space 610 may be situated between the at least oneturbine stator blades 136 and a stator member 611. The stator member 611in this embodiment typically rotates with the shaft 64, and certainembodiment may be attached to, or form a portion of, the turbine rotor130. The circular space 610 in actuality is considerably smaller thanshown in the figures, since it is desired to allow rotation between theadjacent members while limiting the amount of working fluid passingthere through while providing relative rotation there between. Thecircular space 610 is thereby in certain instances configured to allowthe stator member 611 to move relative to the at least one turbinestator blades 136. In certain instances, the stator member 611 asdescribed with respect to FIG. 18 may be configured to axially space andsupport (the axis taken in a direction parallel to the shaft) adjacentturbine rotors 130, as described with respect to FIGS. 16 and 18. Bypositioning the at least one turbine stator blades 136 relative to theat least one relatively rotating turbine rotor blades 134, sufficientworking fluid flowing through the turbine section 104 can provide forrelative motion of the turbine rotor assembly 129 relative to theturbine stator assembly 131.

Considering the FIG. 19 embodiment of the turbine stator assembly 131, aspace 612 can be situated between a stator member 613 mounted to the atleast one turbine stator blades 136 and shaft 64. A seal, bearing, orother member may be integrated within the space 612. Certain embodimentsof the stator member 613 can remain stationary with respect to, and oneor more mounting members (not shown) may be used to mount the turbinestator blades 136 relative to the jet engine casing 146. Certainembodiments of the hybrid propulsive engine 100, the turbine statorblades 136 may be attached to, or form a portion of, the jet enginecasing. The space 612 thereby allows the shaft to rotate within thestationary stator member 613, and does not allow too much working fluidto pass there through. In certain instances, the stator member 613 asdescribed with respect to FIG. 19 may axially spaced from adjacentturbine rotors 130, as described with respect to FIGS. 16 and 17. Bypositioning the at least one turbine stator blades 136 relative to theat least one relatively rotating turbine rotor blades 134, sufficientworking fluid flowing through the turbine section 104 can provide forrelative motion of the turbine rotor blades 134 of FIG. 17 relative tothe turbine stator blades 136 of the turbine stator assembly 131.

Within this disclosure, certain turbine stators are actually configuredto rotate with respect to both turbine rotors, and the hybrid propulsivesystem 100 itself. Certain embodiments of the turbine stators that areconfigured to rotate are arranged as an at least one independentlyrotatable turbine stator 477 that can be configured to rotate workingwith respect to the jet engine casing 146 are described with respect toFIGS. 20 and 21. Such rotation of the at least one independentlyrotatable turbine stator 477 with respect to both proximate turbinerotors, and the hybrid propulsive system 100 itself, may lead toincreased efficiency since rotation of certain independently rotatableturbine stators, at certain (e.g., desireably controllable) rotationalvelocities, relative to certain turbine rotors might result in lessturbulence of the working fluid flow passing through the turbine sectionof the jet engine 48. Certain embodiments of the at least for the atleast one independently rotatable turbine stator 477 can be mounted torotate on one or more bearings 479 (e.g., typically a number ofbearings). Within this disclosure, the term “independently rotatableturbine stator” indicates a member of the can rotate and/or be driven,and is positioned adjacent to turbine rotors and is configured tofluidly interact such as to redirect the working fluid such as to act asa stator. Certain embodiment of the at least one independently rotatableturbine stator 477 can be configured to rotate about one or morebearings 479 situated about an outer periphery of the independentlyrotatable turbine stator 477 as described with respect to FIG. 20. Bycomparison, certain embodiment of the independently rotatable turbinestator 477 configured to rotate about one or more bearings 479 situatedabout an inner periphery of the independently rotatable turbine statoras described with respect to FIG. 21.

Certain embodiments of the at least one independently rotatable turbinestator 477, as described with respect to FIGS. 20 and 21, may beconfigured to operate as a rotatable turbine element, such as may bedriven by the torque conversion mechanism. As such, the at least oneindependently rotatable turbine stator 477 may be precisely driven at aprecise rotational velocity (e.g., number of RPMs), such as may beappropriate to control driven shaft or turbine rotational velocity.Certain embodiments of the independently rotatable turbine stator 477can also be configured to brake or position the turbine rotatableelement such as by selectively controlling electric polarities asapplied to the at least one independently rotatable turbine stator 477.

While certain embodiments of the at least one at least one jet engine 58as described with respect to FIG. 16 can include one shaft 64 thatrigidly affixes the independently rotatable compressor rotors 120(including the respectively affixed compressor rotor blades 124) and theturbine rotors 130 (including the respectively affixed turbine rotorblades 134), in a manner to facilitate rotation of these members aboutthe shaft 64 along with the rotating shaft, as the shaft rotates.Certain embodiments of the compressor stators 122 can be attached to aspacing member, and the compressor stators can be arranged with a numberof compressor stator blades 126. Certain embodiments of the turbinestators 132 can be arranged with the turbine stator blades 136. Certainembodiments of the at least one jet engine 58, as described with respectto FIG. 16, can be used to drive a propeller for a turboprop, or a fanfor a turbofan, using a shaft 64 that may, depending on context, besubdivided into one or multiple shafts. Each one of the multiple shaftsmay be configured to drive one or more portions of the hybrid propulsiveengine 100 including at least a portion of the turbine rotatable element105 of the turbine section 104, as described with respect to FIGS. 8, 9,and 16.

Certain embodiments of at least some of the turbine rotors, turbinestators, and rotational turbine stators as well as compressor rotors,compressor stators, and rotational compressor stators may be arranged torotate about the shaft 64, or certain portions of the shaft, in avariety of configurations. Certain embodiments of the shaft 64 may besubdivided, for example, into multiple shafts or sections that can beconcentrically mounted relative to each other such as to provide forrelative rotation between the different shaft portions, as well as themembers rigidly affixed to each of the different shaft portions. Therelative rotation can also be provided between multiple shaft sectionsrelative to the vehicle 98 such as the aircraft 75. For instance, oneshaft section may mechanically connect a high pressure turbine section(e.g., turbine rotors that are proximate the combustion chamber, andtherefore to the left of the at least one turbine section 104 as shownin FIG. 16) with one or more of the compressor sections 102. Suchmultiple shaft sections can therefore allow for “dual spooling” and/or“multiple spooling”, wherein different portions of the hybrid propulsiveengine 100 can start up individually at varied rotatable velocities andat least some portions of the rotary propeller fan 258 as with FIGS. 3to 5, the rotatable compressor element 103, or even other rotatablemembers can be driven at different rotatable velocities and/ordirections from different rotatable turbine elements 105, (or otherrotatable members such as are driven). For example, the compressorrotatable element 103 can rotatably rotate independently from, and atvaried rotational velocity ratios relative to, the rotary propeller/fan258.

For a shaft having a given power being applied thereto, as the weightand/or moment of inertia of the rotary members attached to shaftdecreases, the spooling time for that shaft will increase, and viceversa. Spooling only a few of at least some of the compressor rotatableelements 103 (with lesser total moment of inertia) via the shaft fromthe turbine rotatable elements 105 (and not the rotary propeller fan258) may be desired since this may provide for quicker accelerationduring start-up and acceleration of the jet engine. Additionally, it mayrequire less energy to continue rotating fewer portions of thecompressor rotatable element 103, such as may have less total moment ofinertia.

Certain embodiments of the hybrid propulsive engine 100 can act toaccelerate the rotary propeller fan 258 of the at least oneindependently rotatable propeller/fan assembly 108 associated with theturbojet or turboprop assembly at least partially using the torqueconversion mechanism 107. Therefore, since less mechanized structureassociated with the at least one jet engine that is connected to theshaft (and is not derived by the torque conversion mechanism) can berotatably accelerated during startup and spooling. The initial rotatablemembers that are initially driven during start-up typically includecompressor rotatable members, such as allow the working fluid pressureto build up within the jet engine. The starting and accelerating of theinitial portion of the jet engines 58 can typically be done quicker andwith less energy than to start and accelerate all the rotatable elementsas with many conventional turbojet or turboprop assemblies (even ifcertain of such rotatable members are driven via a gear ratio such ascan provide for relative rotation there between at a fixed ratio ofrotatable velocities).

Within turboprop or turbofan engines, not all the working fluid thatpasses through the at least one independently rotatable propeller/fan258 also passes through the jet engine associated with (e.g., collinearwith) the at least one independently rotatable propeller/fan. Thoseworking fluids that pass through the at least one independentlyrotatable propeller/fan 258 that do not pass through the jet engine 58may be equated a passing through the bypass portion 144 associated withthat jet engine. This disclosure describes a variety of embodiments ofbypass portion(s) 144, associated with the at least one jet engines 58,which may be, depending on context and configuration, be formed at leastpartially outside of a jet engine casing 146 of the at least one jetengine 58 as described with respect to FIGS. 16 to 29. The bypassportion may be particularly utilized in those embodiments of the hybridpropulsive engine 100 including the jet engine 58 and the independentlyrotatable propeller/fan engine 62, such as with turboprops or turbofans,or alternately certain embodiments of the hybrid propulsive engine 100,as described in this disclosure.

The bypass portion 144 may be configured such that only some percentageof the air and/or working fluid that flows through the at least oneindependently rotatable propeller/fan 258 of the independently rotatablepropeller/fan engine 62 continues through the at least one jet engine 58(indicated by arrows 54), while some percentage of the air and/orworking fluid that flows through the at least one independentlyrotatable propeller/fan 258 of the independently rotatable propeller/fanengine 62 continues through the bypass portion 144 (indicated by arrows56), and is not worked on by the at least one compressor section 102,the combustion portion 109, and/or the at least one turbine section 104of the at least one jet engine 58. In turbofan embodiments of the atleast one hybrid propulsive engine 100 including the at least one jetengine 58 and the independently rotatable propeller/fan engine 62, thebypass portion 144 may, depending on context, be formed between the jetengine casing 146 as described with respect to FIG. 16 and a turbofancasing 148 as described with respect to FIGS. 33 to 36, and otherlocations in this disclosure. In turboprop embodiments of the at leastone hybrid propulsive engine 100 including the jet engine 58 and theindependently rotatable propeller/fan engine 62, the bypass portion 144may, depending on context, be formed outside of the jet engine casing146.

The at least one jet engine 58 is thereupon operated, during spoolingand during continued operation, such that the working fluid is beingaccelerated out of the nozzle 59, at a continually increasing velocityas indicated by the jet engine working fluid flow 54, results in thepressure at the nozzle 59, and adjacent thereto which forms at leastpart of the exhaust of the at least one jet engine 58, being reducedconsiderably (according to Bernoulli's equation where pressure of aworking fluid is reduced based on an increased working fluid travel).

To accelerate at least one of the jet engines 58 more quickly duringspooling, etc., in any desire to limit the inertia and/or mass beingaccelerated. Consider, for example, only the compressor are only aportion of the compressor might be accelerated during spooling (and notthe propeller or fan). Certain embodiments of the hybrid propulsiveengine 100 as described with respect to FIGS. 1 and 2 can include eitherthe prime shaft 64 being configured as described with respect to FIG.16, and other locations in this disclosure, to provide single-spoolingoperation; or alternately can include multiple shafts which can providefor dual spooling. In certain embodiment of the hybrid propulsive engine100, the turbines rotatable element 105 can accelerate one or morecompressor rotatable elements 103 during the first spooling. The firstspooling in the hybrid propulsive engine 100 (during multiple spooling)can, depending on context, result in rotatable acceleration of the atleast one compressor section 102, which is generally understood to beperformed during the initial start-up phase of the at least one jetengine 58. Such first spooling can thereby reduce the pressure to thejet engine working fluid flow 54 at the nozzle 59 and exhaust regions heused at least partially to provide the first spooling (due to combustionand compression of the working fluid).

As the at least one jet engine 58 continues to rotatably accelerateduring the initial or first spooling, the working fluid is beingaccelerated as indicated along the working fluid lines 54 atincreasingly greater velocities, thereupon a secondary spooling beginsby which certain of the torque conversion mechanism and/or certain ofthe at least one turbine section 104 (e.g., lower pressure rotor(s))start to accelerate such as by charging the energy storage device 264receiving electricity from the energy extraction mechanism 66 asdescribed with respect to FIGS. 8 to 11, and upon the charging of theenergy storage device 264 receiving electricity from the energyextraction mechanism 66, the torque conversion mechanism 107 canaccelerate the at least some rotatable compressor portions as describedwith respect to FIGS. 9 and 10, the at least one independently rotatablepropeller/fan 258 as described with respect to FIG. 8, and/or the atleast one independently rotatable turbine stator 477 as described withrespect to FIG. 11.

By charging the energy storage devices 264 in this manner, therotational velocity of the at least some rotatable compressor portionsas described with respect to FIGS. 9 and 10, the at least oneindependently rotatable propeller/fan 258 as described with respect toFIG. 8, and/or the at least one independently rotatable turbine stator477 as described with respect to FIG. 11 can thereby be increased as aresult of power provided by the at least one torque conversionmechanism. This second spooling by accelerating certain embodiments ofthe compressor rotatable element and/or certain of the at least oneindependently rotatable propeller/fan 258 may be enhanced by theturboprop/turbofan working fluid flow 56 being accelerated to fill thelow pressure region of the nozzle 59, as well as the exhaust downsteamthereof.

As a result thereof, the acceleration of the compressor rotatingelements 103 as well as the turbine rotating elements 105 of the jetengine 58 of the hybrid propulsive engine 100 can thereby increases theflow-rate of the working fluid (and thereby increases the velocity ofthe working fluid) through the nozzle and exhaust areas of the jetengines. Since the increase in velocity of the working fluid through thenozzle and exhaust areas of the jet engines acts to reduce the pressureof the working fluid at the nozzle and exhaust areas of the jet engines,such reduction of pressure at the nozzle and exhaust areas of the jetengines can additionally accelerate the working fluid through the atleast one independently rotatable propeller/fan 258 towards the nozzleand exhaust areas of the jet engines, thereby additionally partiallyaccelerating the flow of working fluid through the at least oneindependently rotatable propeller/fan 258 through the at least onebypass portion 144.

Certain embodiments of the hybrid propulsive engine 100 can be quiteefficient since the rotatable components associated with the firstspooling may require less inertia during starting and/or spooling thanthe conventional turboprop or turbofan engines; and the first spoolingthat is powered at least partially by working fluid passing through theturbine rotatable element 105 therefore involves less inertia, and suchfirst spooling may therefore be performed more quickly in many cases. Incertain instances, the second spooling can be powered by somecombination of working fluid flowing through the turbine (particularlythe turbine section), and/or the torque conversion mechanism poweringcertain embodiments of the at least one independently rotatablepropeller/fan 258 and/or certain embodiments of the at least certaincompressor rotatable elements 103. Such dual-spool techniques cangenerally allow for quicker acceleration of at least some of the jetengines 58 and/or the at least one independently rotatable propeller/fan258 during the first spooling since fewer members (and presumably lessinertia associated with all the members) have to be accelerated as aresult of during the acceleration of the turbine, while some of themembers that are not spooled in the first spooling may be accelerated bythe torque conversion mechanism 107 (which should ease start-up of thejet engines, turbofans, or turboprops).

For example, during start-up, combustion in the at least one combustionchamber 109 can initially rotatably accelerate responsive to fluidpressure being applied through the high-pressure turbine section(including those turbine rotor assemblies 129) such as by the workingfluid forcing its way through the spaces between turbine rotor blades134 and turbine stator blades 136 (thereby providing rotary motion tothe turbine rotatable member 105). This acceleration of at least some ofthe at least one turbine rotatable element 105 (initially those withinthe higher-pressure turbine section) can result in rotation of at leasta portion of the at least one independently rotatable compressor rotor120 of the at least one compressor section 102, which is affixed to theshaft rotated by the at least some turbine rotatable elements 105. Theacceleration of the compressor rotatable elements thereby causecompression, thereby causing an increase in the compression in the atleast one at least one jet engine 58 resulting in the working fluid(e.g., which initially may include, but is not limited to, air and/orfuel) forcing its way through the turbine 462 exiting out through thenozzle chamber 59. As a result of the pressure gradient across thenozzle chamber 59 or exhaust, more working fluid is accelerated throughthe at least one at least one jet engine 58, as well as the bypassregion 144 towards the low pressure region in the nozzle 59 anddownstream thereof.

There are a variety of configurations of the at least one compressorsection 102, that includes at least one compressor 472, as describedwith respect to FIGS. 16 and 23-28. Certain embodiment of the at leastone compressor 472 can be formed with one or more compressor stages 119(compressors can include from one to ten, or even more, compressorstages). Each compressor stage 119 can include a series of alternatinginstances of one compressor rotor assembly 155 (as described withrespect to FIGS. 16 and 23) and one compressor stator assembly 157 (asdescribed with respect to FIGS. 16 and 24-28). For each compressor stage119, the compressor rotor assembly 155 is arranged alternately along anaxial direction with and at least one compressor stator assembly 157.Each compressor rotor assembly 155 as described with respect to FIGS. 16and 23 generally includes at least one independently rotatablecompressor rotor 120 typically respectively arranged with and attachedto a series of substantially radially extending compressor rotor blades124.

Each compressor stator assembly 157 as described with respect to FIGS.16 and 24-28 typically includes a compressor stator 122 (which may bestationary relative to and even include the jet engine casing 146),which may be configured as a series of substantially radially extendingcompressor stator blades 126 extending radially inward from, and oftenmounted to, the jet engine casing 146. Each successive compressor stage119 is typically configured to handle a higher pressure working fluidfrom the compressor inlet to the compressor outlet (which fluidlycorresponds to the combustion chamber 112). In general, independentlyrotatable compressor rotors 120 (along with the associated radiallyextending compressor rotor blades 124) rotate with one or more shafts,and can be substantially concentric about an axis substantially alignedwith one or more shafts 64. By comparison, compressor stators 122(associated with the radially extending compressor stator blades 126)are arranged to remain substantially fixed relative to the jet enginecasing 146 of the compressor 472 and can, but do not have to be,arranged substantially concentrically about the axis substantiallyaligned with the one or more shaft 64.

Certain embodiment of the at least one compressor section 102 aretypically formed with one or more of a series of alternatingindependently rotatable compressor rotors 120 and compressor stators122. In general, compressor rotor blades 124 typically extend in asomewhat curved manner substantially radially outward from, and areaffixed to, the independently rotatable compressor rotors 120. Certainembodiments of the independently rotatable compressor rotors 120 rotateabout and can be substantially concentric about an axis substantiallyaligned with the one or more shafts 64. By comparison, certainembodiments of the compressor stators 122 of FIGS. 16 and 24-28 (alongwith the compressor stator blades 126 which typically extendsubstantially radially inwardly from the jet engine casing 146 in amanner to form the compressor stator 122) remain substantiallynon-rotatably fixed relative to and can be substantially concentricabout to an axis substantially aligned with the one or more shaft 64.

Each independently rotatable compressor rotor 120 and each compressorstator 122 is typically respectively arranged to include a series ofsubstantially radially extending compressor rotor blades 124 andsubstantially radially extending compressor stator blades 126. Certainembodiments of and at least one compressor rotatable element 103, asdescribed with respect to FIGS. 9 and 10, can include at least rotatableportions of the independently rotatable compressor rotors 120 and theassociated compressor rotor blades 124 as described with respect toFIGS. 16 and 23.

There may be a variety of configurations of the compressor statorassembly 131, certain of which are described with respect to FIGS.24-28. Considering the FIG. 24 embodiment of the compressor statorassembly 157, a circular space 614 may be situated between the at leastone compressor stator blades 126 and a rotating stator member 661. Therotating stator member 661 of FIG. 24 typically rotates with the shaft64, and certain embodiment may be attached to, integrate with, or form aportion of, the independently rotatable compressor rotor 120 asdescribed with respect to FIG. 23 such as to rotate substantiallyuniformly therewith. The circular space 614 of FIG. 24 thereby allowsthe rotating stator member 661 to move relative to the at least onecompressor stator blades 126. A seal (not shown) may be integratedwithin the rotating stator member. The illustrated dimension of thecircular space 614 may be larger than in the actual jet engine, butshould be sized (or a seal should be provided) as to limit the passed ofthe working fluid through the space. In certain instances, the rotatingstator member 661 as described with respect to FIG. 24 may be configuredto axially space adjacent independently rotatable compressor rotors 120of FIG. 23, as described with respect to FIG. 23. By positioning the atleast one compressor stator blades 126 relative to the at least onerelatively independently rotatable compressor rotor blades 124 of FIG.23, sufficient working fluid flowing through the compressor section 102can compress the working fluid passing through the jet engine providefor relative motion of the compressor rotor assembly 155 of FIGS. 16 and23 relative to the compressor stator assembly 157 of FIGS. 16 and 24-28.

Considering the FIG. 25 embodiment of a stationary compressor statorassembly 157, a space 616 may be situated between a stationary statormember 661 and the shaft 64 (which may be configured, spaced, or sealed,as desired. Certain embodiments of the stator member 661 may be fixedlymounted to the at least one compressor stator blades 126. In theseembodiments, the stator member 661 can typically remain stationary withthe jet engine casing 146, and in certain embodiment the stationarycompressor stator assembly 159 may be attached to, be integral with, orform a portion of, the jet engine casing. The space 616 thereby allowsthe shaft 64 to rotate within the stationary stator member 661. Incertain instances, the stationary stator member 661, as described withrespect to FIG. 25, may be axially spaced from adjacent independentlyrotatable compressor rotors 120 as described with respect to FIG. 23, toallow relative rotation there between. By positioning the at least onecompressor stator blades 126 relative to the at least one relativelyrotating compressor rotor blades 124, sufficient working fluid flowingthrough the compressor section 102 can provide for relative motion ofthe compressor rotor blades 124 of FIG. 23 relative to the compressorstator blades 126 of the compressor stator assembly 157 of FIG. 25.

FIGS. 26 and 27 show a number of embodiments of the compressor rotatablestator assembly 457 including an at least one compressor rotatablestator 493 that can rotate independently of rotation of the compressorrotor assembly 155 of FIG. 23. Certain embodiments of the compressorrotatable stator 493 of FIGS. 26 and 27 can be supported on a number ofbearings 495, and can be independently rotatably driven at a variablerotational velocity from the shaft 64. The bearings 495 of the FIG. 26embodiment of the compressor rotatable stator assembly 457 are mountedabout an outer periphery of the at least one compressor rotatable stator493. The bearings 495 of the FIG. 27 embodiment of the compressorrotatable stator assembly 457 are mounted about an inner periphery ofthe at least one compressor rotatable stator 493. Certain embodiments ofthe bearings 495 as described with respect to FIGS. 26 and 27 may beball bearings, race bearings, or other types of bearing configured tosupport the loads as rotational velocities of the members of the jetengines.

Certain embodiments of the at least one independently rotatablecompressor stator 493, that are configured to rotate with respect to thejet engine casing 146, are described with respect to FIGS. 26 and 27.Certain embodiments of the at least for the at least one independentlyrotatable compressor stator 493 are mounted to rotate on one or morebearings 495 (e.g., typically a number of bearings). Within thisdisclosure, the term “independently rotatable compressor stator”indicates a member of the compressor rotatable stator assembly 457 thatcan rotate and/or be driven, and is positioned adjacent to independentlyrotatable compressor rotors and is configured to interact therewith suchas to act to enhance compression of the working fluid through thecompressor stages.

Certain embodiments of the at least one independently rotatablecompressor stator 493, as described with respect to FIGS. 26 and 27, maybe configured to operate as one embodiment of a compressor rotatableelement, such as may be driven by the torque conversion mechanism 107 asdescribed with respect to FIGS. 2 to 5, and 8-15. As such, the at leastone independently rotatable compressor stator 493 may be preciselydriven at a precise rotational, velocity (e.g., number of RPMs), such asmay be appropriate to control driven shaft or compressor rotationalvelocity. Certain embodiments of the independently rotatable compressorstator 493 can also be configured to brake or position the compressorrotatable element such as by selectively controlling electric polaritiesas applied to the at least one independently rotatable compressor stator493.

As such, certain embodiments of the at least one independently rotatablecompressor stator 493 (along with the compressor stator blades 126) maybe configured to rotate independently relative to both the shaft 64 andthe jet engine casing 146. The at least one independently rotatablecompressor stator 493, along with the compressor stator blades, may beconfigured to rotate or be rotatably driven as described with respect toFIGS. 26 and 27, other locations in this disclosure. Each independentlyrotatable compressor stator 493 may not satisfy the true definition ofstator (e.g., remain stationary), and as such, these at least oneindependently rotatable compressor stator 493 may be considered ascompressor counter rotating stators, compressor free wheeling stators,compressor rotatably driven stators, rotatable stator assembly, etc. Assuch, these embodiments of the independently rotatable compressor statormay be driven and therefore not be stationary relative to the jet enginecasing 146, and therefore may not be considered to be a true statorexcept that they do interface with the compressor rotor assembly 155 asdescribed with respect to FIGS. 23, and 25-28.

As such, within this disclosure as described with respect to FIG. 26, anat least one compressor rotatable stator assembly 457 can include an atleast one rotatable stator member 582, at least one rotatable statorblades 584, and at least one rotatable stator bearing members 586. Asdescribed with respect to FIG. 28, certain embodiments of the at leastone compressor rotatable stator assembly 457 can be driven by the atleast one torque conversion mechanism 107, as described with respect toFIGS. 8 to 11. As described with respect to FIG. 28, the at least onecompressor rotor assembly 155 of FIGS. 16 and 23 can be driven withinthe jet engine 58 to rotate in a first direction while the at least onecompressor rotatable stator assembly 457 of FIG. 26 can be driven by thetorque conversion mechanism to rotate in a second direction.

Since the at least one compressor rotatable stator assembly 457 asdescribed in FIGS. 26 and 27 can be configured to rotate in the oppositedirection from the at least one compressor rotor assembly 155, these twomembers rotating in opposed directions contribute to yield the effectiverelative rotation between the at least one compressor rotor assembly 155and the at least one compressor rotatable stator assembly 457. Theamount of fluid compression of the working fluid passing through thecompressor stages of the compressor section is a function of theeffective relative rotation of the compressor rotor assembly 155 and theadjacent compressor rotatable stator assembly 457.

As such, certain embodiments of the hybrid propulsive engine 100 can beconfigured as described with respect to FIGS. 26, 27, and 28 such thatthe compressor rotor assembly 155 and the independently rotatablecompressor stator 493 (e.g., both of which may be viewed as compressorrotatable elements within this disclosure) can rotate in oppositerotational directions at a considerably lower rotational velocity, andstill achieve similar fluid compression. For instance, instead of acompressor rotator assembly rotating at a desired rotational velocity toachieve a prescribed compression (for example, 1800 RPM), consider thatthe compressor rotor assembly 155 and the independently rotatablecompressor stator 493 both rotate in opposite directions (assume eachrotates at 900 RPM, though one may rotated faster than the other asdesired or designed) to achieve substantially the same compression ofthe working fluid. Alternately, the compressor rotor assembly 155 couldbe rotating at 1200 RPM, and the independently rotatable compressorstator 493 could be counter-rotating at 600 RPM, for example.

Additionally, certain embodiments of the various components of the atleast one compressor rotor assembly 155, by operating at a lower angularvelocity, can experience lower stresses and fatigues. The associatedwear on the compressor rotor assembly 155, the associated rotatingturbine assembly, and the shaft will each experience lower loads, stressloadings, and fatigue. It is likely that the time between overhaul, andthe expected operational lifetimes of such parts, may be extended. Notonly might the fuel expenses associated with certain embodiments of thehybrid propulsive engines 100 be reduced as described in thisdisclosure, but the repair, overhaul, and replacement expenses may belimited as well.

Since the compressor rotatable elements 103, the turbine rotatableelements 105, and the shaft 64 of the jet engine 58, as described withrespect to FIG. 16, can be all affixed to each other in a manner thatallows joint rotation and the jet engine can operate at a lowerrotational velocity with the compressor section achieving the samecompression, less energy can be provided by the turbine section inrotating the at least one turbine rotatable element 105 at the lowerrotational velocity, and subsequently may be viewed as an embodiment ofa jointly-rotating compressor rotatable element. As such, certainembodiments of the gas turbines or jet engines can be configured toconsume less fuel in those embodiments of the jet engines (that may beintegrated in the at least one hybrid propulsive engine 100) that the atleast one compressor rotatable stator assembly 457 is counter-rotatingfrom the at least one compressor rotor assembly. Other portions of thisdisclosure provide more detail about the operations, efficiencies, andpower of associated with certain embodiments of the compressor rotatablestator assembly 457.

Additionally, by the at least one compressor rotatable stator assembly457 of FIGS. 26 and 27 being configured to rotate in the oppositedirection from the at least one compressor rotor assembly 155, asdescribed with respect to FIG. 28, a certain amount of the asymmetricalthrust as such power (such as produced by the jet engine as well ascertain of the associated gyroscopic effects) can be reduced and/orlimited. Certain ones of such asymmetrical thrust, as well as theassociated gyroscopic effects, can have certain adverse effects such asmaking the aircraft more challenging to fly under certain instances, aswell as providing undesired forces, stresses, and/or fatigue on theairframe as well as various portions of the hybrid propulsive engine 100(or the associated engine pylons). Consider that providing considerabletorque (about a single axis) can provide considerable torques, forces,stresses fatigues, etc. through such members of the aircraft as engines,engine pylons, wings, control surfaces, fuselage, etc. Reducing therotational velocity of several of the components of the at least onehybrid propulsive engine 100 (such as the at least one compressorrotatable elements 103 and/or the at least one turbine rotatableelements 105) can have the effect of limiting the forces, stresses, andfatigue applied to those members.

By the components of the at least one compressor rotatable statorassembly 457 being configured to rotate in the opposite direction fromthe at least one compressor rotor assembly 155, the spooling durationfor a jet engine to get up to speed can be limited. As mentioned above,the normal operational rotational velocity of certain ones of the atleast one compressor rotatable elements 103 (such as the compressorrotor assembly 155) can be limited by counter-rotating the at least onecompressor rotatable stator assembly 457, and therefore the mass andinertia associated with the at least one compressor rotatable elements103 can be reduced, and the amount of time to accelerate the compressorrotor assembly to a desired operational rotational velocity can belimited.

The energy used to rotate the at least one compressor rotatable statorassembly 457 can therefore be provided at least partially from the atleast one torque conversion mechanism 107 (and perhaps the associatedenergy storage device such as a battery), and may therefore will notdirectly derive energy from the jet engine, and more particularly theturbine rotatable elements.

The electricity that can at least partially provide power to the atleast one torque conversion mechanism as described with respect to FIGS.8 to 11 can be generated at least partially from either rotation of theat least one turbine rotatable element 105 or passage of particularworking fluids through the jet engine, based on magnetohydrodynamicprinciples. Certain embodiments of the at least one energy extractionmechanism 66, that may include the electric generator 106, can thereforegenerate electricity resulting at least partially on rotary motion ofthe at least one turbine rotatable element(s) 105, working fluid passingthrough the jet engine or in the nozzle/exhaust region, or somecombination thereof. The components used to generate the electricity mayinclude, but are not limited to, the energy extraction mechanism 66 andthe torque conversion mechanism 107. Certain embodiments of the torqueconversion mechanism 107 can convert electric energy into mechanicalenergy, such as rotation of the compressor rotatable elements 103 and/orrotation of the at least one independently rotatable propeller/fan 258.Certain embodiments of the electric generator 106, as included withcertain of the energy extraction mechanisms 66, can therefore, as withcertain electric generators in general, be structured similarly andperform the inverse process to the torque conversion mechanism 107.

Certain embodiments of the energy extraction mechanism 66 can beconfigured to perform the process of converting mechanical energy (suchas from passage of the working fluid within the jet at least one jetengine 58 as well as rotation of the at least one turbine rotatableelements 105) to produce electric energy, and can thereby perform bothtasks of the energy extraction mechanism 66 and the torque conversionmechanism 107. Certain vehicle-based energy extraction mechanisms (suchas may be used to generate electricity to run torque conversionmechanisms) can be operationally associated with a variety of motors,such as traction motors used on locomotives, as well as some electricand hybrid automobiles (including the Toyota Prius), provided the hybridautomobile is equipped with dynamic brakes.

A variety of configurations and embodiments of the at least one energyextraction mechanism 66 and/or the at least one torque conversionmechanism 107, such as described in block form relative to FIGS. 8 to11, are now described schematically with respect to FIGS. 12, 13, 14,and 15. Certain embodiments of the at least one hybrid propulsive engine100 can therefore include the torque conversion mechanism 107 to powerthe at least one independently rotatable propeller/fan 258 within the atleast one independently rotatable propeller/fan engine 62. Certainembodiments of the torque conversion mechanism can thereby utilizeelectric energy to produce mechanical energy. In certain embodiments ofthis disclosure, the electric energy corresponds to the electricitygenerated by certain embodiments of the at least one energy extractionmechanism 66. FIG. 12, for example, shows one schematic diagram of anembodiment of the hybrid propulsive engine 100 including the energyextraction mechanism 66 (that may include the electric generator 106)that is directly connected to the shaft 64. Certain embodiments of theenergy extraction mechanism 66 (e.g., the electric generator 106) can besituated relative to the shaft 64 at any location that rotatesincluding, but not limited to, between the compressor section and theturbine section, downstream of the turbine section, upstream of thecompressor section, or even connected to a distinct turbine situated inthe jet engine.

Certain embodiments of the energy extraction mechanism 66, as describedwith respect to FIGS. 12 and 13, include an electric generator rotor1062 and a electric generator winding 1064. Certain embodiments of theelectric generator rotor include a magnetic or electrically conductivematerial, which can be displaced such as being rotated relative to theelectric generator winding 1064. Proper motion of the electric generatorrotor 1062 relative to the electric generator winding 1064 (such asrotation of the electric generator rotor in FIGS. 12 and 13) will resultin generation of an electric current in the electric generator winding1064.

In certain embodiments of this disclosure, the mechanical energycorresponds to the rotation of certain embodiments of the at least oneindependently rotatable propeller/fans 258 within the independentlyrotatable propeller/fan engine 62. It is envisioned that a variety ofembodiments of the at least one torque conversion mechanism 107 that canremain within the intent of this disclosure.

Certain embodiment of the energy extraction mechanism 66, that mayinclude the electric generator 106, can be configured to convert energyin the form of motion (e.g., rotation) of the electric generator rotor1062 into electricity energy as described with respect to FIGS. 12 and13. In instances of aircraft 75, for example, the electric energyprovided by the energy extraction mechanism 66 as electric generatorscan provide electricity to the at least one torque conversion mechanism107, which thereupon may be used to drive the at least one independentlyrotatable propeller/fan 258, or alternatively (not shown) drive avariety of compressor rotatable elements, turbine rotatable elements,provide power to the aircraft (or other vehicle) systems or instruments,etc. Certain embodiments of the electric generator rotor 1062 of theenergy extraction mechanism 66 can be directly mechanically coupled to(and rotate responsibility to) rotatable configured to rely on motion ofthe turbine rotatable elements 105, which rotation can be transferredfrom rotary motion of the shaft 64. In certain embodiments, the shaft 64can be configured as a rigid structure, and thereby relativelystatically yet jointly rotatably affix at least some of theindependently rotatable compressor rotors 120 (including at least someof the compressor rotor blades 124) relative to the at least some of theturbine rotors 132 (including at least some of the turbine rotor blades134).

This disclosure provides a variety of jet engines included with the atleast one independently rotatable propeller/fan assembly 108. Certainembodiment of the at least one independently rotatable propeller/fanassembly 108 can be configured, for example in the aircraft or othervehicle of FIG. 1, as a propeller for a turboprop engine or as a fansection for a turbofan engine. In general, the torque conversionmechanism 107 can be configured either in front or, or behind, the atleast one jet engine 58 of the hybrid propulsive engine 100 such as toenhance the power of the decoupled engine. Not all the working fluid(e.g., air) flowing through the at least one independently rotatablepropeller/fan assembly 108 can also be configured to pass through theother portions of the hybrid propulsive engine 100.

Certain embodiments of the energy extraction mechanism 66 that isconfigured to generate electricity based at least partially on therotary motion of the turbine rotors configured as the turbine rotationalelement 105 is therefore described with respect to FIG. 13, in which theelectric generator winding 1064 is mounted in proximity to and rotatesrelative to, the turbine rotatable element 105. As such, certainembodiments of the electric generator rotor 1062 can be at leastpartially integrated, mounted, associated, or otherwise formed relativeto, and/or may rotate with, the turbine rotatable element 105 of FIG.16, while other electric generator winding is situated in portion of jetengine proximate the turbine rotor or turbine rotor (e.g., the casing).The rotation of the at least one turbine rotor, turbine rotor blade, orat least one other turbine rotatable element can thereby be configuredto generate an electric current in the at least one electric generatorwinding 1064, which electric current can subsequently be applied to thetorque conversion mechanism 107 (which may be stored in the energystorage device of FIG. 2), as described with respect to FIGS. 8 to 11.

The above-described embodiments of the energy extraction mechanism 66that may include the electric generator 106 can be configured to harnessits energy from rotation of the turbine rotatable elements 107, or otherrotatable element that rotate therewith. By comparison, certainembodiments of electric generators can generate electricity from energyof the working fluid passing through the jet engine 58. Such electricgenerators, as described with respect to FIG. 14, are configured as amagnetohydrodynamic electric generator. Magnetohydrodynamic electricgenerators, as applicable to the present disclosure, can operategenerally by extracting power from the hot exhaust stream in or near thenozzle area 59 of the jet engine 58 as described with respect to FIG.16. Certain embodiments of the magnetohydrodynamic electric generatorcan enhance magnetohydrodynamic aspects in which an electric conductor,such as iodine or cesium, can be injected in the jet engine upstream ofthe nozzle area. A magnetic field can thereupon be applied across theexhaust stream, and an electric current is thereupon established atninety degrees, based on the left-hand rule, to the applied magneticfield. The electric current generated by the working fluid energyelectric generator can then be applied to drive the torque conversionmechanism.

One or more types of energy extraction mechanisms 66 that include theelectric generators can thereby be used to generate electricity, whichcan thereupon drive certain embodiments of the torque conversionmechanism 107 such as may include one or more electric motors.

This disclosure provides a number of embodiments of a hybrid propulsiveengine 100 in which the independently rotatable propeller/fan engine 62can be decoupled and/or controllably coupled from the at least oneindependently rotatable propeller/fan assembly 108, such as by havingthe at least one independently rotatable propeller/fan assembly capableof rotatably operating independently (e.g., being decoupled) fromrotation of the at least one compressor section 102 and/or the at leastone turbine section 104 of the at least one jet engine 58. Certainembodiments of the hybrid propulsive engine 100 can thereby beconfigured such that the shaft 64 (which may include a prime shaftand/or the multiple shafts) that provide relative motion between one ormore turbine rotatable elements of the at least one turbine section 104and one or more compressor rotatable elements of the at least onecompressor section 102. Certain embodiments of the shaft 64 do not haveto extend (or alternately can be otherwise connected to extend) toprovide relative rotation to the at least one independently rotatablepropeller/fan 258 of the independently rotatable propeller/fan engine 62(or alternately provide rotation for only part of the time).

In certain embodiments of the hybrid propulsive engine 100, the shaft 64therefore can be disconnected or configured to not provide a continuousmechanical connection between the propeller/fan section 62 and eitherthe at least one turbine section 104; between or the at least onecompressor section 102 and the turbine section, freedom of rotary motionas well as operation can be provided between the at least oneindependently rotatable propeller/fan 258 of the independently rotatablepropeller/fan engine 62, as well as the rotatable elements of the jetengine 58. This disclosure describes a variety of such freedom of rotarymotion and/or freedom (which may be continuous or alternately may becontrolled during certain phases of vehicular operation such as flight)of operation between the independently rotatable propeller/fan engine 62and the jet engine 58.

FIGS. 8 to 11 are block diagrams illustrating one embodiment of thehybrid propulsive engine 100 in which the electricity provided to thetorque conversion mechanism 107 is derived based on the motion of theturbine rotatable element 105 from the energy extraction mechanism 66such as the electric generator 106 in a substantially instantaneousmanner (and do not include the optional energy storage device 264). Assuch, the electricity is not able to be stored for a considerableduration, such as in an energy storage device. As such, the electricitygenerated by a variety of the energy extraction mechanism 66 such as theelectric generators 106 can be shared by more than one torque conversionmechanisms 107 in a number of embodiments of the hybrid propulsionengine 100.

Certain of these hybrid propulsive engines 100 as described with respectto FIGS. 8 to 11, by comparison, shows another embodiment of the hybridpropulsive engine 100 that includes the optional energy storage device264 that can obtain at least some of the energy generated by the atleast one energy extraction mechanism 66, and store it for someduration. The duration can range from instantaneous storage to storagefor minutes, days, etc. in various embodiments of the energy storagedevice 264. Certain embodiments of the energy extraction mechanism 66can thereby be configured to be operatively associated with a variety ofthe at least one energy storage device 264. Certain embodiments of theat least one energy storage device 264 can include, for example: anat-least-one high-power-rating battery, a rechargeable battery, an atleast one flywheel, an at least one supercapacitor, or an at least oneother suitable energy-storage device, etc., or combination thereof.

Certain embodiments of the energy storage device can be configured tointermediately store power generated by the at least one energyextraction mechanism 66, such that it can be used to provide power tothe torque conversion mechanism 107 immediately or thereafter. As such,certain embodiments of the energy storage device 264 to act as aprovision for storing generated electricity that exceeds the demand forthat electricity. Such techniques to use certain embodiments of energystorage devices to run the at least one torque conversion mechanism 107can in certain occurrences allow operation of the at least oneindependently rotatable propeller/fan engine 62 during the time ofdemand of the independently rotatable propeller/fan engine withoutputting an immediate electric drain on the at least one energyextraction mechanism 66.

Increasing the ability of the energy storage device 264 to store energy(e.g., using regenerative techniques such as being able to produce aconsiderable electric supply) can tend to increase the overallefficiency of the at least one hybrid propulsive engine 100. Considerthat certain embodiments of the energy extraction mechanism 66 can becapable of providing energy obtained during low demand to be suppliedduring peak demand, and as such the maximum amount of energy required tobe produced at any time (from the jet engine) can be limited. Larger ormore efficient energy storage devices 264 could be expected to store agreater amount of electric energy such as could be retrieved uponperiods of greater demand.

Certain embodiments of the energy storage device 264 that are capable ofproviding energy obtained during low demand to be supplied during peakdemand may be considered as a type of a regenerative device. During manyflights, for example, electricity can be stored in the energy storagedevice 264 during low demand periods, and retrieved from the energystorage device to be applied to the torque conversion mechanism 107during high demand periods.

Certain conventional hybrid automobiles, such as the Toyota Prius, areconfigured to provide energy obtained during low demand to be thereuponstored in a manner that it can be supplied during peak demand. ThePrius, as with other conventional hybrid automobiles and sport utilityvehicles, can utilize energy-storage elements such as batteries toprovide an alternative drive energy extraction mechanism. Certainhybrids such as the Prius can shut down its gas engine during periods oflow demand, thereby running off the energy of the batteries to run theelectric motor.

This disclosure describes a number of hybrid propulsive engines 100 thatcan shut down at least some of the jet engines during flight in such amanner that those jet engines can be restarted, and at least some of therotatable working fluid displacement engine 74 can be run from energyfrom other operating jet engines and/or at least some energy storagedevices 264, such as by using power sharing techniques as described inthis disclosure. The design and energy storage capabilities of a numberof such energy storage devices as batteries (particularly rechargeablebatteries), flywheels, capacitor elements, fuel cells, etc. areimproving, and in general are being made lighter and having a greatercharge density, such as to be more useful in vehicles. Certain of suchbatteries can also be “plugged in” to an energy extraction mechanism toobtain an enhanced charge such as when on the ground, while at anairport, etc. Such enhanced charge can assist certain embodiments of thehybrid propulsive engine 100 to perform particularly during arequirement for peak performance, such as during take-off, certainemergency procedures, etc.

The role of the energy storage device 264 as it interfaces with certainembodiments of the hybrid propulsive engine 100, as described withrespect to FIGS. 8 to 11, is not to be confused with a perpetual motionmachine. Perpetual motion machines may be considered as a device inwhich more energy is created than which is provided therein. Bycomparison, certain embodiments of the energy storage device 264 can beconfigured to efficiently store, and subsequently efficiently provide atleast some of the energy previously applied thereto. As such, certainrelatively efficient embodiments of the at least one energy storagedevice 264 can be configured to store energy being produced by the atleast one energy extraction mechanism 66, during a period of relativelylow energy draw such as when the jet engine 58 as well as theindependently rotatable propeller/fan engine 62 may both be operated atan idle or relatively low level (such as during a descent, slow cruise,or taxi). Such energy retrieved from the at least one energy storagedevice 264 during a period of low demand can be applied to power(provide at least some electricity to) the torque conversion mechanism107 of the independently rotatable propeller/fan engine 62 during aperiod of relatively high demand, such as during take-off, climb,emergency procedure, etc.

Certain embodiments of the hybrid propulsive engine 100 could thereforebe configured such as to include an electric aircraft engine havingsome/all energy generated by an on-board energy extraction mechanism 66such as with the energy extraction mechanism 66, and used to powerelectric-motor propulsion. Certain embodiments of the hybrid propulsiveengine 100 can therefore be configured to include the energy extractionmechanism 66, such as by using an energy extraction mechanism 66 asdescribed with respect to FIGS. 8 to 11. The energy extraction mechanism66 can be arranged in series with the energy extraction mechanism 66 incombination with the torque conversion mechanism 107 or in parallel.Certain embodiments of the energy storage device can thereby function totime-separate the generation of energy from the hybrid propulsive use ofthe energy.

Certain embodiments of the hybrid propulsive engine 100 may gainconsiderable efficiency where the bypass ratio is relatively large (incertain instances, having a bypass ratio greater than 10). The bypassratio may be considered as the ratio of the working fluid flowingthrough the at least one independently rotatable propeller/fan assembly108 (e.g., “cold portion”) divided by the working fluid flowing throughthe at least one jet engine 58 (e.g., “hot portion”). As such,relatively large effective bypass ratios can be effected in certainembodiments of the hybrid propulsive engine 100 by using the at leastone independently rotatable propeller/fan assembly 108 poweredat-least-in-part by electric energy provided by turbine engine-drivenenergy extraction mechanisms (e.g., possibly utilizing intermediatestorage-&-power conditioning).

Certain embodiments of the hybrid propulsive engine 100 can beconfigured with provisions for fans operating at different shaft-speedvariations or significantly-different instantaneous shaft horsepowerthan the associated engines. Certain embodiments of the hybridpropulsive engine 100 can be configured to include the at least oneindependently rotatable propeller/fan assembly 108 which can therebyattain considerably greater hybrid propulsive efficiency by increasingthe effective bypass ratio and near-constancy of prime-mover shaft-rate(in some embodiments, by significantly varying either/both fanblade-angle or shaft-rate, as well as by agile engine power-dumping intodynamic brakes).

Certain embodiments of the hybrid propulsive engine 100 including the atleast one independently rotatable propeller/fan assembly 108 can therebyincrease operational safety-margins by enabling thrust levels that arenot to be slaved to some ratio of the engine power-levels, which is afunction of the configuration of one or more shafts and/or mechanicalgear ratios. Certain embodiments of the hybrid propulsive engine 100 maybe both more agile in frequency-response, and also attain peak thrustlevels quicker than engine power-levels, such as during emergencymaneuvers. This increase in responsiveness is not a result of running abypass fan (propeller) off a remote electricity source. This is abypass-fan integrated with a jet engine in a manner that allows forde-coupling or controllably coupling of the at least one independentlyrotatable propeller/fan assembly 108 relative to the at least one jetengine 58.

It is envisioned that within the hybrid propulsive engine 100, a varietyof embodiments of power control devices 302 can be used to control theat least one jet engine 58 relative to the at least one independentlyrotatable propeller/fan assembly 108. In conventional aircraft 75, forexample, the power of the at least one jet engine 58 is typicallycontrolled using a throttle quadrant including a throttle for eachengine, as illustrated relative to FIGS. 39, 40, and 41 for aconventional single engine jet, though similar throttle power quadrantscould be provided for aircraft with two, three, four, or more of the atleast one hybrid propulsive engine 100. By comparison, certainembodiments of aircraft 75 including the hybrid propulsive engine 100can be configured to provide control for the at least one independentlyrotatable propeller/fan assembly 108 as well as control to the at leastone jet engine 58.

The throttle quadrant typically includes a throttle for each engine, asillustrated relative to FIGS. 39, 40, and 41 for a single engine jet.Certain embodiments of aircraft or other vehicles can include anindicator that display rotational velocity (e.g., RPM) for each of thejet engine 58 and the independently rotatable propeller/fan engine 62,perhaps in the form of a so-called “stream guage”, not show, oralternately in the form of a digital readout, such as described withrespect to FIGS. 42 to 44. Certain embodiments of the throttle quadrantcan also be selected using computer interface, graphical user interface,computerized, controller, menu, slider, or other configurations such asmay reasonably be expected in the input output interface 811 of thehybrid propulsive engine controller 97, as described with respect toFIGS. 8 to 11. It is likely that an electric engine RPM indicator 350can be displayed in a variety of indicators such as mechanical LED, LCD,heads-up-display, as well as other indicators, as well as jet engine RPMindicator 352. Certain rotational velocity (e.g., RPM) indicators canbe, or may not be, quantified as percentage of a maximum operatingvalue, rather than some actual value as described in this disclosurewith respect to FIG. 43 or 44, for example.

Certain embodiments of the at least one jet engine 58 as well as the atleast one independently rotatable propeller/fan assembly 108 can becontrolled during different phases of flight for various aircraft 75.Consider, for example, there are a variety of flight conditionsincluding, but not limited to, engine off, engine on but aircraft 75stopped, parking but operating, taxiing, taking off, climbing at all ormultiple altitudes, cruising, descending, preparing to land, stopping(e.g., perhaps reverse thrust). Certain illustrative, but not limiting,examples of these flight conditions are now described, and it is to beunderstood that these conditions will vary depending on particular type,condition, operation, and other such aspects of the aircraft 75.

In at least some of the taxiing conditions, it may be desired to powerthe aircraft 75 using the at least one independently rotatablepropeller/fan assembly 108 by itself, such as without at least some ofthe jet engines operating. This is largely because the amount of forceto taxi in the aircraft 75 is relatively small. Quite often, for examplein crowded airports, aircraft 75 are forced to sit or wait in line forextended periods. If taxing could be performed at least primarily usinga variety of the torque conversion mechanism 107 driven independentlyrotatable propeller/fan engine 62, compressor rotatable element 103,etc. while limiting operation of one or more of the jet engines 58, thenconsiderable energy and cost savings could be realized. It may bedesirable to associate an electric battery, electric fuel-cell, or otherelectric provider (not shown) to the torque conversion mechanism 107, asdescribed with respect to FIG. 9. Such electric battery, fuel-cell, orother electric provider to be suitably configured to provide electricityto operate (e.g. rotate) the at least one independently rotatablepropeller/fan assembly 108 using its own power, to taxi the particularaircraft 75, as well as operating the particular aircraft systems suchas electric and air condition systems. Under this configuration, theaircraft 75 could taxi, brake, and wait, etc. without having to burnconsiderable aviation fuel.

Certain embodiments of the energy storage device based on batteries thatat least partially power the torque conversion mechanism 107 can operatebased at least partially on demand, such as is more commonly understoodwith batteries from a hybrid automobile. For instance, for at least someof the time that jet engines run, there is little or no demand on thetorque conversion mechanism 107 (such as during idle, taxi, braking,descent, slow cruise, etc.). By comparison, much of the time that jetengines run, there is considerable demand for the power from the torqueconversion mechanism 107 to power the at least one independentlyrotatable propeller/fan assembly 108, such as during take off, climb,fast cruise, certain emergency situations, etc. As such, certain of suchbatteries could store electricity during low-demand time, and providesuch electricity during high-demand times (which is one of theefficiency aspects of they hybrid propulsive engines 100 as well as withhybrid automobiles).

There may be a variety of situations where such batteries storingelectricity during low-demand times to be returned during high demandtimes could be particularly useful. Consider that most aircraftoperations at the airport are low demand, during which time thebatteries that are associated with the at least one torque conversionmechanism 107 could become more charged. By comparison, take-off andclimb operations are high demand, during which time the aircraft couldbe using full power from the jet engines 58 as well as the batteries toprovide as much power to the at least one independently rotatablepropeller/fan assembly 108 as practicable. Alternately, most descendingaircraft operations are low demand, during which time the batteries thatare associated with the at least one torque conversion mechanism 107could become more charged. By comparison, certain emergency climbingoperations are high demand, during which time the aircraft could beusing full power from the jet engines 58 as well as the batteries toprovide as much power to the at least one independently rotatablepropeller/fan assembly 108 as practicable when appropriate.

Efficiency of gas turbine usage (or reducing fuel burn or usage for agiven operating condition) is important in jet engine design since itallows the aircraft 75 driven by the jet engines to travel greaterdistances on the same fuel. Alternately, the aircraft 75 with moreefficient jet engines can travel a given distance with less fuel onboard. When a given aircraft 75 weighs less, such as by carrying lessfuel and/or by itself weighing less, the aircraft can typicallyaccelerate faster and climb quicker based on equation (1), which isNewton's second law:

force=mass×acceleration  (1)

Which implies the greater the mass of an object, the more force isnecessary for a given acceleration. As such, since certain embodimentsof the at least one hybrid propulsive engine 100 for a given aircraft 75may be configured to weigh less due to, as described in this disclosure,limit the use or size of certain aircraft parts such as extended shafts,certain control surfaces, certain mechanical ducting and vanes such asused for reverse thrust, some fuel as a result of less energy used,etc., such aircraft can be expected to fly faster, as well as use lessfuel.

Newton's second law of equation (1) can be modified to apply torotatable accelerations of bodies, such as rotatable components of theat least one jet engines 58 as well as the independently rotatablepropeller/fan engine 62, as per equation 2:

τ=Iα  (2).

Where τ is the torque of the object, I is the moment of inertia of theobject, and α is the rotatable acceleration of the object. The energy torotatably accelerate to certain embodiments of the turbine rotorassemblies 129, the independently rotatable compressor rotors 120, theshaft 65, etc. is therefore related to the moment of inertia of eachparticular rotatable element of the hybrid propulsive engine 100. Therehave been a variety of attempts of efficiency in jet engine and gasturbine design therefore can, and still involve, limiting the massand/or inertia of respective movable or rotating parts.

Within this disclosure, depending on context, a propeller may beconsidered as operating similarly to, and actually being equivalent to,a fan, as envisioned by the at least one independently rotatablepropeller/fan assembly 108. Both propellers and fans, for instance,provide thrust without addition of heat as with gas turbines or jetengines. As such, the one or more turboprop type of at least one jetengines 58 as described with respect to FIG. 3, and other locations inthis disclosure, or one or more turbofan type of at least one jetengines 58 as described with respect to FIG. 4, and other locations inthis disclosure, may be referred to herein inclusively as engines or thehybrid propulsive engines 100.

Certain embodiments of the hybrid propulsive engines 100 thereby includethe independently rotatable propeller/fan engine 62. Within thisdisclosure, depending on context, the term “turbofan” may or may not beused interchangeably with “turboprop”, just as “fan” may or may not bealternatively used as “propeller”. A variety of relatively efficientaircraft can be designed using, for example, composite, aluminum,titanium, or other suitable materials or alloys. Similarly, a variety ofthe jet engines can be designed using relatively efficient technologies.It is likely that the energy efficiency of such fuel efficient or evenless-then-extremely fuel efficient, aircraft design can have theirenergy efficiency improved utilizing a variety of techniques as providedby certain embodiments of the hybrid propulsive engines 100, asdescribed in this disclosure.

Certain embodiments of the hybrid propulsive engine 100 can be quiteefficient, and provide for a considerable control of a considerablevariety of operations. There are a variety of propeller or fanequations, which apply to the propeller/fan that illustrate that whilethe at least one independently rotatable propeller/fan assembly 108 isoften more efficient at low speeds, at least one jet engines 58 aretypically more efficient at high speeds.

Equation 3 provides generalized equation concerning thrust by the atleast one independently rotatable propeller/fan assembly 108 as well asthe at least one jet engine 58, or combination thereof:

Thrust=(mass-rate of flow)times(V _(out) −V _(in))  (3),

in which:

-   -   V_(out) defines the output velocity of the jet engine, turbojet,        or turboprop,    -   V_(in) defines the input velocity of the jet engine, turbojet,        or turboprop, thrust is the force applied by the jet engine,        turbojet, or turboprop, and

(mass-rate of flow) is the mass rate of flow of the working fluid or airapplied to the jet engine, turbojet, or turboprop.

As such, the jet engine 58 as well as the at least one independentlyrotatable propeller/fan assembly 108 can be configured to providethrust. Thrust is one of the four forces acting on aircraft duringflight, and tends to accelerate the aircraft towards its direction offlight. As such, the direction of thrust of the jet engine 58, as wellas the at least one independently rotatable propeller/fan assembly 108,is generally directed along the direction of flight of the aircraft, orthe direction of travel of the vehicle, in general. Equation 4 providesgeneralized equation concerning energy of the at least one independentlyrotatable propeller/fan assembly 108, as well as the jet engine, orcombination thereof:

Energy=½ mass times (V _(out) ² −V _(in) ²)  (4)

Turbojets without relatively high bypass ratios are considered astypically having relatively poor efficiency at low speeds. This limitedefficiency is a result of the squared function in equation (4) whichwhen the velocity is low results in considerably less energy than whenthe velocity is high), but efficiency for turboprops without bypass isrelatively good at high speeds. Certain embodiments of propellers andfans have relatively high efficiency at low speeds, but lose some of theefficiency at high speeds since equation (3) can be used to indicate theenergy increases.

2. INTERACTION BETWEEN MULTIPLE HYBRID PROPULSIVE ENGINES

A variety of conventional jet engines, as well as conventional turbojetsand conventional turboprops, can be driven by one or more turbines viaone or more shafts. As such, if the turbine in a conventional jetengine, conventional turbojet, or conventional turboprop stops rotating,so will the shaft and the associated rotatable compressor elements,fans, and/or propellers. As such, malfunction of an important componentsuch as one of the rotatable working fluid displacement engines 74 cancease the operation of certain conventional jet engines, conventionalturbojets, and conventional turboprops. Certain embodiments of thehybrid propulsive engine 100 can be configured to independently rotateat least some of these independently rotatable components. Variousrotating components of certain embodiments of the at least one hybridpropulsive engine 100 can be configured to be driven by one or moreshafts, each driven by distinct rotating turbine element. The operationof certain embodiments of the hybrid propulsive engine 100, that may becontrolled by the at least one hybrid propulsive engine controller 97,can therefore involve supplying electricity as desired to suchnon-limiting embodiments of the rotatable working fluid displacementengine 74 as at least one of the independently rotatable propeller/fanengine 62 as described with respect to FIGS. 3, 4, 8, and otherlocations in this disclosure; to at least one of the independentlyrotatable compressor rotor 120 as described with respect to FIGS. 5, 16,9, 28, 29, as well as other locations in this disclosure; to at leastone of the independently rotatable compressor stator 493 as describedwith respect to FIGS. 5, 16, 10, 28, 29, as well as other locations inthis disclosure; and at least one of the independently rotatable turbinestator 477 as described with respect to FIGS. 5, 11, 16, 28, 29, as welland in this disclosure.

Certain embodiments of the at least one hybrid propulsive engine 100, bycomparison, can include the various rotatable working fluid displacementengine 74 (e.g., the at least one independently rotatable propeller/fanengine 62, the at least one independently rotatable compressor rotor120, the at least one independently rotatable compressor stator 493,and/or the at least one independently rotatable turbine stator 477, asdescribed above) that can be driven by the at least one torqueconversion mechanism 107 that may include the electric motor. As aresult, certain embodiments of the various rotatable working fluiddisplacement engine 74 may therefore be able to operate even if a jetengine is not operating. This section describes a number of embodimentsof the at least one independently rotatable propeller/fan engine 62 thatcan be driven by the torque conversion mechanism 107.

Electricity generated by the at least one energy extraction mechanism66, as described with respect to FIG. 8, as well as other locations inthis disclosure, can be applied to any of the at least one variousrotatable working fluid displacement engine 74 (e.g., the at least oneindependently rotatable propeller/fan engine 62, the at least oneindependently rotatable compressor rotor 120, the at least oneindependently rotatable compressor stator 493, and/or the at least oneindependently rotatable turbine stator 477, as described above) of theaircraft of FIG. 1. As such, within certain embodiments of the at leastone hybrid propulsive engine 100, multiple ones of those variousrotatable working fluid displacement engines 74 that run at leastpartially off power from the torque conversion mechanism 107 can oftenbe configured to operate independently of other component of the atleast one hybrid propulsive engine 100.

Additionally, within certain embodiments of the at least one hybridpropulsive engine 100, multiple ones of those various rotatable workingfluid displacement engines 74 (e.g., including but not limited to, theat least one independently rotatable propeller/fan engine 62, the atleast one independently rotatable compressor rotor 120, the at least oneindependently rotatable compressor stator 493, and/or the at least oneindependently rotatable turbine stator 477, as described in thisdisclosure) that run at least partially off power from the torqueconversion mechanism 107 can share power from the at least one torqueconversion mechanism 107, and can thereby continue to operate even ifthe corresponding jet engine malfunctions, shuts down, or even is shutdown intentionally or unintentionally. Conversely, within certainembodiments of the at least one hybrid propulsive engine 100, the atleast one torque conversion mechanism 107 can obtain electricity fromthe at least one energy extraction mechanism 66 associated with anassociated jet engine, or at least one another energy extractionmechanism that is not associated with the jet engine.

Certain embodiments of the at least one hybrid propulsive engine 100, inwhich electricity from an torque conversion mechanism 107 can thereforebe used to power one or more electrically demanding rotatable workingfluid displacement engines 74 (e.g., the at least one independentlyrotatable propeller/fan engine 62, the at least one independentlyrotatable compressor rotor 120, the at least one independently rotatablecompressor stator 493, and/or the at least one independently rotatableturbine stator 477, as described in this disclosure), may be, dependingon context, configured and/or considered as power sharing devices sincethey can share electricity relative to the electricity demandingcomponents. Various aspects about power-sharing features is that onemore jet engine 58 can be configured to supply power to more than onetorque conversion mechanism 107 (and/or the energy storage device 264such as a battery, etc.). In certain instances, for example, the atleast one jet engine physically associated with a particularindependently rotatable propeller/fan engine 62 may not be the onesupplying power to the torque conversion mechanism associated with theparticular independently rotatable propeller/fan engine.

A variety of illustrative, but not limited, power-sharing schemes arenow described with respect to FIGS. 45 to 50. Certain embodiments ofsuch power sharing schemes can rely on a configuration or operation of aparticular torque conversion mechanism 107 (or associated energy storagedevice 264) being configured to obtain at least some electricity from aportion of one or more non-associated ones of the at least one jetengine. Such being configured to obtain at least some electricity from aportion of one or more non-associated ones of the at least one jetengine can be dynamic, since those jet engines from which each torqueconversion mechanism can receive electricity over time can vary basedon, for example, on such factors as user preference, charge of theenergy storage device, one or more jet engines being shut down orfailing, or use of electricity by one or more of the rotatable workingfluid displacement engines 74.

FIG. 45, for example, illustrates an embodiment of the hybrid propulsiveengine 100 in which the power-sharing scheme provides for the aircraft'sjet engines 58 providing power to its individual energy storage device264, such as the battery. In this embodiment, each energy storage device264 can be utilized to individually power its respective torqueconversion mechanism 107 (that in turn powers its independentlyrotatable propeller/fan engine 62 or rotatable compressor element) at adesired rotatable rate. Such power-sharing schemes can be based on eachtorque conversion mechanism 66 using electricity generated by itsrespective associated jet engine (or more particularly an associatedturbine section of the associated jet engine 58).

FIG. 46, for example, illustrates an embodiment of the hybrid propulsiveengine 100 in which the power-sharing scheme, in which for theaircraft's jet engines 58 each individually provide power to itsindividual energy storage device 264 (e.g., a battery). Consider, forexample, that the third jet engine of FIG. 46 becomes inoperative, orotherwise shuts down (perhaps intentionally as an energy savingtechnique). Alternatively, the third energy storage level or elementcould become inoperative or otherwise shut down. The third torqueconversion mechanism could thereupon receive its electricity (that itmay use to at least partially drive the rotatable working fluiddisplacement engines 74 such as independently rotatable propeller/fanengine 62 of FIG. 8, or at least a portion of the jet engine 58 such asthe respective independently rotatable compressor rotor 120 orindependently rotatable compressor stator 493 of FIG. 9 or 10) from oneor more other jet engines or energy storage devices, or at least aportion of the jet engine 58 such as the independently rotatable turbinestator 477 of FIG. 11). One aspect of such power-sharing schemes mightbe to limit differences in the power available to each of the at leastone rotatable working fluid displacement engine 74 from one or more jetengines and/or energy storage devices.

Additionally, certain of the at least one energy storage devices 264, asdescribed with respect to FIGS. 8 to 11, that has a low charge canreceive a charge transferred from one or more other jet engines (e.g.,transfer electricity, or power associated therewith, from jet engine 2to jet engine 4 of FIG. 46). Such power sharing, at one or more levels,can be performed at least partially using sensed electric levels, aswell as the hybrid propulsive engine controller 97 such as to senseuneven energy states between multiple energy storage devices, andincrease the power supply to the lower-charged energy storage devices ascompared to others, as well as to limit the drain to the lower chargedenergy storage devices as compared to others. Such unevenness of energystates in certain embodiments of energy storage devices 264 can be basedon such factors as a variation of electricity by various torqueconversion mechanisms 107, current state of the at least one rotatableworking fluid displacement engines 74, variation of electricity supplyby certain jet engines 58, etc. Such power sharing between differentones of the at least one rotatable working fluid displacement engines 74can be performed either manually, such as by a pilot or flight engineerobserving an indicator in the cockpit that indicates those batteriesthat have low power or are not operating as desired; or automatically,such as by using one or more of certain embodiments of the hybridpropulsive engine controller 97. Such automatic control by certainembodiments of the hybrid propulsive engine control or 97 can be used toreduce variations of the electricity supplied for, or being applied tothe corresponding components of different hybrid propulsive engines 58.

FIG. 47 illustrates an embodiment of the hybrid propulsive engine 100 inwhich the power-sharing scheme in which for the aircraft's jet engines58 can each individually provide power to a single energy storage device(e.g., the unitary bank of batteries or a battery). For instance, asingle battery or other energy storage device could be used to supplyall the electricity to all of the torque conversion mechanisms (or atleast a number thereof). It may be possible, for example, to provide onecentralized energy storage device for all the aircraft hybrid needs inthe fuselage, or to provide a centralized energy storage device forthose of the hybrid propulsive engine 100 situated on a wing in thatwing or within the fuselage.

FIGS. 48, 49, and 50 illustrates a number of embodiments of multipleones of the hybrid propulsive engine 100 in which the power-sharingscheme in which for the aircraft's jet engines 58 each energy extractionmechanism 66 can be configured to individually provide power to one ormore torque conversion mechanism 107. For example, there are no energystorage device(s) between each energy extraction mechanism 66 and eachrespective torque conversion mechanism 107, in the FIGS. 48, 49, and 50embodiments of the hybrid propulsive engine 100. As such, FIG. 48illustrates each jet engine 58 providing at least some electricity topower its respective torque conversion mechanism. Certain embodiments ofthe hybrid propulsive engine controller 97 can control the power sharingaspects (sensing as well as operation or control) between the jetengines and the torque conversion mechanisms of the hybrid propulsiveengine 100, as described in this disclosure, or alternately a pilot,operator, or controller could control such power sharing aspects,particularly to those torque conversion mechanisms 107 used to power therotatable working fluid displacement engines 74.

FIGS. 45 and 46 illustrate an embodiment of the hybrid propulsive engine100 utilizing a power-sharing scheme in which power is maintained to adesired set of torque conversion mechanisms, even when one or more jetengines (that may be associated with certain ones of the desired set oftorque conversion mechanisms) becomes inoperative or otherwise is shutdown. In the case, the third torque conversion mechanism draws its powerfrom other than the third jet engine (in the FIG. 45 diagram, the secondand fourth jet engine) to provide the desired instantaneous operation.FIG. 46 illustrates that a similar power sharing scenario as FIG. 45,except the torque conversion mechanisms are being used to providereverse thrust (e.g., operate in the opposite direction) as comparedwith the normal operation of the torque conversion mechanism of FIG. 45.

This disclosure therefore provides a variety of relatively energyefficient power sharing aspects of the at least one independentlyrotatable propeller/fan 258 which may be operationally separated fromthe jet engine. For example, certain embodiments of the hybridpropulsive engine 100 can be configured without such mechanical linkagesas one or more shaft (or an associated gear-box) connecting from the jetengine to the at least one independently rotatable propeller/fan 258.Such powering of certain embodiments of the at least one independentlyrotatable propeller/fan 258 from one or more of the energy extractionmechanism 66 (e.g., exclusing mechanical linkages, mechanical shafts,gear boxes, etc.) can limit the amount of energy applied to rotatablyaccelerate the components of the jet engine 58 to operate, or start thejet engine. As such, the jet engine can be started up quite quickly.

Certain embodiments of the hybrid propulsive engine 100 can utilizecertain of the energy efficiency aspects characteristics of hybridenergy sources that have been applied to automobiles, light trucks, andother vehicles. Certain embodiments of the energy sources can beconfigured as, for example, a primary battery or a fuel-driven energyextraction mechanism, etc. Consider that certain embodiments of thehybrid propulsive engine 100 can be considered as a hybrid vehicle dueto the multiple energy/power provides (the at least one rotatableworking fluid displacement engines 74 as operationally combined with thejet engine 56). Such driving of the at least one rotatable working fluiddisplacement engines 74 by the torque conversion mechanism can make theuse of a variety of heavy and cumbersome mechanical linkages such asextended shafts and gear-boxes particularly challenging.

Such mechanical linkages as extended shafts, mechanical connectors, andgear boxes as are often used in conventional turboprops/turbofans tendto add considerable weight, particularly since they have to operate atsufficient rotatable velocities for the jet engines and/or the at leastone independently rotatable propeller/fan 258, and since they have to bedesigned with sufficient structural integrity not to fail in flight. Inaddition, such mechanical linkages, mechanical connectors, and gearboxes typically do not allow for such independent operation between theassociated elements, in the turboprops or turbofans between the at leastone rotatable working fluid displacement engines 74 and the jet engine58. Utilizing the torque conversion mechanisms 107 to power the at leastone rotatable working fluid displacement engines 74 of the independentlyrotatable propeller/fan engine 62 (in place of the mechanical linkagesassociated with the extended shafts and gear boxes) can, based on use ofpowerful batteries and torque conversion mechanisms 107 (certain of thebatteries or torque conversion mechanisms may involve a number orrecently developed or other aspects such as may provide considerablepower) as described with respect to FIGS. 8 to 11. The use of the torqueconversion mechanisms to power the at least one rotatable working fluiddisplacement engines 74, etc. can limit the overall weight of the hybridpropulsive engine 100, and thereby allow for more efficient operation,and perhaps longer range, increased payloads, etc. of the aircraft 75 asdescribed with respect to FIG. 1, and in addition can add in certaininstances to safe operation of the aircraft. Utilizing certainembodiments of the torque conversion mechanisms 107 to power the atleast one rotatable working fluid displacement engines 74. Suchpower-sharing can provide for a considerable amount of independentoperation, such as between multiple torque conversion mechanisms 107,even if the associated jet engine 58 is inoperative.

Such independent operation, such as power sharing, between multiplerespective torque conversion mechanisms 107 to power multiple respectiverotatable working fluid displacement engines 74 of FIGS. 8 to 11, can beuseful to limit asymmetrical thrust for aircraft 75 being powered bymultiple hybrid propulsive engines 100. Consider that if the at leastone independently rotatable propeller/fan 258 slows down, becomesstopped, or windmills for any reason, not only will the thrust beingproduced by that respective hybrid propulsive engine 100 be limited, butindividual blades of the at least one independently rotatablepropeller/fan 258, when not rotating, can act as a “drag” to (perhapsnot uniformly) brake the aircraft or cause the aircraft to yaw, pitch,or bank in the direction of the inoperative jet hybrid propulsive engine100. By allowing the torque conversion mechanism 107 to power the atleast one independently rotatable propeller/fan 258 even if the jetengine 58 is operating improperly or not operating at all, then thethrust characteristics as well as the drag characteristics of thenot-fully operating hybrid propulsive engine 100, in general, may bemore similar to a completely operating hybrid propulsive engine than isthe case with conventional turboprops, turbo jets, etc.

By providing power sharing between multiple torque conversion mechanisms107 of electricity generated by the energy extraction mechanism 66, itis possible that a single jet engine 58 may be operatively associatedwith multiple torque conversion mechanisms 107, at any given time, eachof which torque conversion mechanism 107 can provide at least some powerto individual ones of the at least one rotatable working fluiddisplacement engines 74 of FIGS. 8 to 11. This may allow one or morecoaxial and/or one or more non-coaxial rotatable propeller/fan 258, forexample, to be substantially aligned with the jet engine 58 duringnormal cruise. For instance, on each wing of an airplane, a jet engine58 may power a substantially coaxially situated rotatable working fluiddisplacement engine 74 (e.g., rotatable propeller/fan 258) that may be,in certain turboprop/turbofan configurations, the working fluid passingthrough the jet engine may power the rotatable turbine element 105. Incertain instances, one or more rotatable propeller/fans may be mountedon the wing inboard or outboard of, and thus not substantiallycoincident with though perhaps at least partially coincident with invarious embodiments, the particular rotatable turbine element 105 of thejet engine that powers the at least one rotatable working fluiddisplacement engine 74.

Certain embodiments of the at least one jet engine 58 can be configuredas dual-spool engines, in which at least some of the at least onecompressor section 102 and at least a portion of the at least oneturbine section 104 (typically at the high pressure side) accelerateduring the first spooling, while at least some of the at least oneturbine section 104 (typically the low pressure side) of at least partof they compressor rotary elements and the independently rotatablepropeller/fan engine 62 accelerate during the second spooling. Dual ormultiple spooling hybrid propulsive engines 100 (whether the at leastone rotatable working fluid displacement engine 74 such as the at leastone independently rotatable propeller/fans 258 are mechanically orelectrically driven by the jet engine) are often quicker to start,require the same or less energy to start, and are more responsive toaccelerate or spool than similarly sized and configured conventionalengines such as single-spool conventional turboprops/turbofan engines.

There are a variety of multi-spool configurations that can be providedin which the variation is based at least partially on the particulars ofthe second spooling. In certain embodiments of the hybrid propulsiveengine 100, the at least one independently rotatable propeller/fanassembly can be configured to accelerate by itself, such as beingpowered by the torque conversion mechanism 107, with some assistanceperhaps certain embodiments of the rotatable working fluid displacementengine 74 provide or enhance a flow of working fluid through the jetengine 58.

In a second embodiment of the at least one independently rotatablepropeller/fan assembly, as the at least a second portion of thecompressor rotary element accelerates during the second spooling (e.g.,the first portion of the compressor rotary element that includes one ormore rotatable portions of the stages, accelerates during the firstspooling). Since the second compressor portion is not accelerated duringthe first spooling, the first spooling can be performed more quickly. Athird embodiment of the second spooling includes the components of thefirst two embodiments.

To indicate how important an increased spooling rate may relate to howquickly a jet engine 58 and/or the at least one independently rotatablepropeller/fan engine 62 can accelerate to a desired rate. Consider thoseinstances of an aircraft descending, while approaching at a relativelylow altitude above an airport. Under these circumstances, the powersetting of the jet engines of the aircraft may be quite low, since theaircraft is descending, and does not require much thrust to maintain thelift during descending. Consider an instance where another aircraft orobstruction is on the landing runway, or perhaps the pilot cannotvisually detect the airport at the end of an approach, and musttherefore execute a missed approach. Also consider a low instrumentapproach on a foggy or cloudy day when an aircraft bursts out of theclouds at an undesired or uncertain location, and it is important toapply thrust quickly to perform a missed approach. The pilot or crewcould attempt to allow the aircraft to climb by pushing the throttleforward and accelerating the aircraft, and certain embodiments of theleast one hybrid propulsive engine 100 can be accelerated and/or spooledrelatively quickly because of the less inertia associated withincreasing engine speed during spooling. Since the actual thrustproduced by certain embodiments of the hybrid propulsive engine 100 maybe considerably below the desired thrust during these spooling periods,it is more likely that the aircraft will be able to perform as well asdesired or necessary during the spooling periods (e.g., climb at adesired rate).

Relatively low spooling rates (considerable time for the engine to spoolup) are recognized by pilots as potentially providing a dangeroussituation, and jet engine manufacturers, aircraft manufacturers, as wellas flight crew may request an increase in the rate of rotatable enginespeed (during spooling) as much as practicable. Certain embodiments ofthe hybrid propulsive engine 100 can be configured to increase the rateof rotatable engine speed during spooling, largely by reducing theassociated inertia of the turboprop/turbofan being accelerated, andthereby allow the aircraft to achieve its desired flight configurationrelated to rotational velocity of the jet engine, such as a desired rateof climb, quickly.

Certain embodiments of the hybrid propulsive engine 100 can beconfigured to operate with reduced noise. In general, conventionalpropeller aircraft are quieter during take-off than jet aircraft, to thesurroundings. Consider that in sound-sensitive aircraft applications(such as are becoming more common with aircraft taking off from and/orlanding at more airports), fewer jet engines can be operated.Additionally, more power from those fewer jet engines can be powersharedfrom the operating jet engines and provided to multiple ones of theindependently rotatable propeller/fan engine 62 to reduce the noiseassociated with jet engines, while remaining within selected operatingcharacteristics as described with respect to FIGS. 8 to 11, and 45-50,as well as other locations in this disclosure. Alternately, the jetengines can be operated at lower power settings, and some of the powerto the aircraft can be powershared from the operating jet engines andprovided by the independently rotatable propeller/fan engine 62.

Turboprop engines as well as turbofan engines have typically proventhemselves to be relatively energy efficient as compared with comparablejet engines alone. Certain embodiments of the hybrid propulsive engine100 are capable of obtaining a relatively rapid spooling accelerationresponse such as an increased spooling rate. The more rapid responserates of the at least one hybrid propulsive engine 100, being configuredwith a respective propeller or fan that may improve climbcharacteristics, particularly at lower altitudes, may provide for suchaspects as taking off and emergency climbing within shorter distances,as well as short field take-offs and landings. Considering the design ofthe hybrid propulsive engine 100, a percentage of the working fluid(e.g., air) that passes through the respective propeller or the fan alsopasses through the jet engine (aka, turbine powered engine) as per thereference character 54 as relatively described with respect to FIGS. 8to 11. Since the respective propeller or the fan of the turboprop or theturbojet may typically be considerably larger in diameter than therotatable components of the jet engine described with respect to FIGS. 8to 11, some percentage of the air that passes through the respectivepropeller or the fan can also flow around the inlet of the at least onejet engine 58 as per the reference character 56, and thereby becharacterized as a bypass flow passing through the bypass region 144.

3. HYBRID PROPULSIVE ENGINE INCLUDING INDEPENDENTLY ROTATABLEPROPELLER/FAN ENGINES

This disclosure now describes a number of embodiments of the at leastone rotatable working fluid displacement engines 74 configured as atleast one independently rotatable propeller/fan engines 62. As such,certain embodiments of the hybrid propulsive engine 100 are configuredsuch that the at least one torque conversion mechanism 107 that is usedto at least partially power at least one of the at least one rotatableworking fluid displacement engines 74 is configured particularly asindependently rotatable propeller/fan engines 62. Those embodiments inwhich the at least one rotatable working fluid displacement engines 74is configured particularly as independently rotatable propeller/fanengines 62 are described, particularly with respect to FIGS. 3, 4, 8,30, 31, and 32, as well as other locations in this disclosure. This canallow for continued operation of at least some of the independentlyrotatable propeller/fan engines 62 under the power of the at least onetorque conversion mechanism, even if one or more of the at least one jetengines 58 becomes inoperable, or is shutdown. Certain of suchembodiments of the hybrid propulsive engine 100 can provide for improvedoperational inefficiencies since of thrust provided by the independentlyrotatable propeller/fan engine 62 can be varied in certain embodimentsrelative to the jet engine.

Such independent driving of certain embodiments of the independentlyrotatable propeller/fan engines 62 can, depending on context, be ineither direction as well as some controllable rotational velocity, suchas can be provided by certain embodiments of the torque conversionmechanism 107 (e.g., the electric motor) as described with respect toFIG. 2, and other locations in this disclosure. Certain embodiments ofthe hybrid propulsive engine 100 can be configured in which the at leastone torque conversion mechanism 107 can be used to at least partiallypower at least one of the independently rotatable propeller/fan engine62 in a manner that allows for increased energy-efficiency, since the atleast one independently rotatable propeller/fan engine 62 and the atleast one jet engines 58 can each be operated at independent rotationalvelocities from each other in an attempt to improve or optimize theoperation such as to at least partially rely on the current operatingconditions, altitude, desired speed of the aircraft, etc. As such,certain embodiments of the hybrid propulsive engine controller 97, aswell as the pilot or operator of the aircraft, can operate in an attemptto efficiently achieve a combination of the rotational velocitiesbetween the at least one jet engine 58 and the at least oneindependently rotatable propeller/fan engine 62 for each instantaneouscondition. For example, propellers and fans are generally more efficientthan jet engines at lower altitudes and while climbing at loweraltitudes; while jet engines are generally more efficient and powerfulthan propellers and fans at higher altitudes. It may be desirable toalter or control the efficiency of the at least one hybrid propulsiveengine 100 by increasing the ratio of the power provided by the at leastone independently rotatable propeller/fan engine 62 relative to the atleast one jet engine 58 at lower altitudes; and increasing the ratio ofthe power provided by the at least one jet engine 58 relative to the atleast one independently rotatable propeller/fan engine 62 at higheraltitudes.

This disclosure provides for a variety of independent rotatableoperations of the at least one independently rotatable propeller/fan 258of the independently rotatable propeller/fan engine 62 with respect tothe jet engine(s) 58. Certain instances of such independent rotation ofthe at least one independently rotatable propeller/fan engine 62 withrespect to the at least one jet engine 58 can provide for increasedefficiency of the hybrid propulsive engine 100 using a variety oftechniques, certain of such techniques might be recognizable todesigners and/or users of hybrid automobiles or other efficient aircraftor vehicle design, as described herein. Certain embodiments of the atleast one hybrid propulsive engine 100 can therefore include, and havethe at least one independently rotatable propeller/fan assembly 108 bepowered at least partially by, the combination of the at least oneenergy extraction mechanism 66 and the at least one torque conversionmechanism 107.

Certain embodiments of the at least one hybrid propulsive engine 100 asdriven by the at least one independently rotatable propeller/fan engine62 can perform well even at higher altitudes. Typical piston-driveninternal combustion engines can suffer diminished performance a higheraltitudes as a result of the less dense oxygen, such as 10,000 or 20,000feet. By comparison, certain torque conversion mechanisms such as thosethat rely on electric motors do not suffer from such performancelimitations at higher altitudes, and may be expected that such torqueconversion mechanisms can operate consistently even into spaceenvironments (even though the associated propellers or fans may notperform as well).

Certain embodiments of at least one jet engines 58 in addition to the atleast one independently rotatable propeller/fan engine 62, as describedwith respect to FIGS. 3, 4, and 8, as well as other locations in thisdisclosure, can be integrated into a variety of turboprop engines and/orturbofan engines. The independently rotatable propeller/fan engine canbe situated in different embodiments either in front of (proximate thejet engine inlet such as with FIGS. 3 and 4), or behind certainembodiments of the at least one jet engine 58 (adjacent the nozzle 59 ofFIG. 11) in certain embodiments of the at least one hybrid propulsiveengine 100. This disclosure describes what are likely to be more commonconfiguration, where the independently rotatable propeller/fan engine 62is situated proximate the jet engine inlet, but might be representativeof certain design modifications (e.g., allow portions of theindependently rotatable propeller/fan engine to withstand the heat andvelocity of the exhaust from the jet engine 58).

With certain conventional turboprops and conventional turbofans, therespective at least one propeller or fan may be connected to bemechanically driven via at least one shaft by a turbine of the jetengine (either directly or more typically via a gear box). As such, therotational velocity of certain conventional propellers/fans inconventional turboprops/turbofans are often constrained to some fixedpercentage (based on the configuration of the gear box or lack thereof)of at least one rotatable element of the jet engine.

Certain embodiments of independently rotatable propeller/fan engine 62,as described with respect to FIGS. 3, 4, 8, 30, 31, and 32, can include,but is not limited to, the at least one torque conversion mechanism 107and at least one rotary propeller/fan 258. With certain embodiments ofthe at least one independently rotatable propeller/fan assembly 108, theat least one torque conversion mechanism 107 rotatably drives the atleast one rotary propeller/fan 258. Typically, larger jets may be fittedwith turbofan engines in which a fan assembly (typically comprising afan hub and ducted fan blades) is operationally associated with the atleast one at least one jet engine 58. By comparison, medium and/orsmaller jets, may typically be fitted with turboprop engines (in whichthe rotary propeller/fan 258 includes the propeller having propellerblades and a propeller hub, not shown) or turbofan engines, though thereare exceptions. Jet engines are used primarily for aircraftapplications, but also have been applied to land and sea vehicles(including hydocraft), all of which, depending on scope, are intended tobe covered by the teachings of this disclosure.

Certain embodiments of the at least one jet engine 58 can be configuredas a stand-alone devices to provide thrust to aircraft or othervehicles, or alternately can be configured to be independentlyassociated with a respective fan or propeller such as to form the hybridpropulsive engine 100. As such, certain embodiments of the hybridpropulsive engine 100 may be configured to provide independent operationbetween the at least one jet engine 58 and the at least oneindependently rotatable propeller/fan 258. Additionally, certainconventional jet engines as well as conventional turbojets or turbopropscould be retrofitted to, in effect, become an embodiment of the hybridpropulsive engine 100 (such as by the addition of the at least oneindependently rotatable propeller/fan engine 62 which may be controlledby an associated pilot, operator, and/or hybrid propulsive enginecontroller 97).

Such independent rotatable operation of the rotatable portions of thejet engine 58 relative to the at least one independently rotatablepropeller/fan 258 can be considered as being representative of certainembodiments of a hybrid turboprop or hybrid turbofan design. This hybridturboprop or hybrid turbofan design may thereby be viewed as to provideindependent rotational operation between the at least one jet engine 58and the at least one independently rotatable propeller/fan 258. Suchindependent operation may, or may not, indicate the jet engine 58operates at different controllable rotational velocities, or operates inthe same or reverse directions, from the independently rotatablepropeller/fan engine 62. The term “hybrid”, as applied to thisdisclosure can, depending on context, be viewed as similar to usage withhybrid automobiles, wherein either, neither, or both of a gas engine(e.g., the jet engines) and a torque conversion mechanism can beconfigured to apply power, at any given time and/or condition, to propelthe vehicle at certain times of operation.

By being able to reverse the direction of the at least one independentlyrotatable propeller/fan engine 62, a change between normal thrust ascompared with reverse thrust can be effected. Such changing of directionor polarities of such electric motors, as may be associated with the atleast one independently rotatable propeller/fan engine 62, can beperformed quickly, such as may be useful to ease the mechanicalstructure associated with many reverse thrust applications. A variety ofelectric motors can provide considerable power for relatively briefdurations, such as may be useful for relatively quick bursts of powersuch as with take-offs and climbs, etc. The type of performanceassociated with particular electric motors can be considered relating tothe particular aircraft performance and application.

With certain embodiments of the at least one hybrid propulsive engine100, at least one jet engine 58 that is malfunctioning or not operatingcan be even shut down and/or may be properly treated, and the aircraftcan operate under the supplemental power from the independentlyrotatable propeller/fan engine 62 using power sharing concepts asdescribed with respect to FIGS. 45 to 50. If the aircraft has one ormore relatively powerful hybrid propulsive engine 100 with an energystorage device 264, as described with respect to FIG. 9, then additionalpower derived on less energy intensive portions of flying (e.g.,landing, etc.) can be provided for can be operated to provide power formore energy intensive portions of flying (e.g., take-off, cruising,emergencies, etc.).

Additionally, certain embodiments of the at least one independentlyrotatable propeller/fan engine 62 can be configured to control or affectthe aerodynamics of the aircraft (for multi-engine aircraft). Forexample, with an engine outage of certain embodiments of conventionaljet, turboprop, or turbofan engines could result in asymmetrical thrustif at least one hybrid propulsive engine 100 (for multi-engine aircraft)is shut down. Such asymmetrical thrust in which an axis aligned with theaveraged thrust of remaining operating engines are far from aligned withthe center of mass of the aircraft can make flying certain aircraftdifficult, or even impossible, to control. Asymmetrical thrust can makeaircraft more difficult to fly, and has even been credited as acontributing factor in a number of airplane crashes. By allowing the atleast one independently rotatable propeller/fan engine 62 to continue tooperate even if the jet engine malfunctions or is shut down, theassymetrical thrust effects can be reduced.

As such, the at least one independently rotatable propeller/fan engine62 of the at least one hybrid propulsive engine 100 can continue tooperate and generate thrust even when an associated jet engine 58 isshut down, the thrust differential between the malfunctioning or shutdown hybrid propulsive engine and the others can be limited. In certaininstances, if a particular hybrid propulsive engine 100 is shut down,then the at least one independently rotatable propeller/fan engine 62can be accelerated or even run at full speed to limit differential oftotal thrust between the functioning and non-functioning hybridpropulsive engines.

Certain embodiments of the hybrid propulsion engine 100, as shown inFIGS. 3 and 4, illustrates the independently rotatable propeller/fanengine 62 that can be tilted from a substantially aligned position(shown in solid) to a substantially tilted position (shown indotted-line). The selection between the substantially aligned positionas well as the tilted position can be arbitrary, and may differdepending on the configuration of each particular one of the hybridpropulsive engine 100. Certain embodiments of the independentlyrotatable propeller/fan engine 62 can be configured to rotate about therotatable propeller/fan axis 305 when in the substantially alignedposition (shown in solid) resulting from input from the torqueconversion mechanism 107. When the independently rotatable propeller/fanengine 62 is rotating within its substantially aligned position, therotatable propeller/fan axis 305 can be substantially collinear with thedirection which the working fluid passes through the jet engine 58, andit is configured to provide a thrust that is substantially parallel tothe rotatable propeller/fan axis 305. Instead of being tiltable, certainembodiments of the independently rotatable propeller/fan engine 62 canbe fixedly mounted at a fixed angle relative to the jet engines, as wellas being adjustable. When the thrust as provided to the independentlyrotatable propeller/fan engine 62 is substantially parallel to an axisof rotation (e.g., the shaft) of the jet engine 58 (in the solidposition of the independently rotatable propeller/fan engine 62illustrated in FIGS. 3 and 4), then the thrust provided by theindependently rotatable propeller/fan engine 62 adds directly to thethrust provided by the jet engine.

Certain embodiments of the independently rotatable/fan engine can use atilt adjuster (not shown), to adjust the angle of the independentlyrotatable propeller/fan engine 62 from a first aligned position (e.g.,in which the rotatable propeller/fan axis 305 is substantially parallelto a generalized direction of flow of the working fluid passing throughthe jet engine 58) to the substantially tilted position (shown indotted-line), in which the rotatable propeller/fan axis 305 is tiltedrelative to the generalized direction of flow of the working fluidpassing through the jet engine. It is envisioned that such tiltadjusters can use such know technologies as pivots, leveraging,hydraulics, fly-by-wire, or other known systems to provide such tiltingfunction either as input from the pilot, or alternately using certainembodiments of the hybrid propulsive engine controller 97 as describedwith respect to FIG. 8.

As the independently rotatable propeller/fan engine 62 is tilted fromthe rotatable propeller/fan axis 305 to the tilted rotatablepropeller/fan axis 305 a, the thrust as provided by the independentlyrotatable propeller/fan engine 62 also tilts from being parallel to therotatable propeller/fan axis 305 to being parallel to the tiltedrotatable propeller/fan axis 305 a.

When the thrust as provided to the independently rotatable propeller/fanengine 62 is tilted relative to the axis of rotation of the jet engine58 (in the dotted-line position of the independently rotatablepropeller/fan engine 62 illustrated in FIGS. 3 and 4), then a horizontalcomponent of the thrust (perhaps in addition to the vertical componentof thrust) can be provided by the independently rotatable propeller/fanengine 62 and the horizontal component of the propeller/fan enginethrust can thereby substantially add to the jet engine thrust providedby the jet engine. Though the horizontal component of the propeller/fanengine thrust as provided by certain embodiments of independentlyrotatable propeller/fan engine 62 can be taken relative to the ground,the jet engine, or the aircraft by comparison, the vertical component ofthrust can add to the lift of the wings of the aircraft, as well as maybe considered as overcoming the weight (or gravity) of the aircraft. Thevertical component of the propeller/fan engine thrust as provided bycertain embodiments of independently rotatable propeller/fan engine 62can be taken relative to the ground, the jet engine, or the aircraft.

As such, by tilting the independently rotatable propeller/fan engine 62such that the rotatable propeller/fan axis tilts from beingsubstantially aligned with the rotatable propeller/fan axis 305 to beingsubstantially aligned with the tilted rotatable propeller/fan axis 305a, the (e.g., forward) thrust can be reduced, while the upward componentof thrust can be increased. Such tilting of the independently rotatablepropeller/fan engine 62 may be appropriate, for example, in certaininstances or configurations if it might be desired to switch fromproviding greater horizontal acceleration or horizontal velocity toproviding greater lift.

Such tilting configurations and the resulting modification of thevertical component of thrust as well as the horizontal component ofthrust are intended to be illustrative in nature, but not limiting inscope. Such tilting of the independently rotatable propeller/fan engine62 as to relatively adjust the vertical component of thrust with respectto the horizontal component of thrust can be used in certain instancesto adjust certain performance aspects of the aircraft. For instance, ifit is desired to accelerate quicker or go faster in a direction alignedwith the aircraft or the jet engine (such as when accelerating along arunway during takeoff prior to rotation), certain embodiments of theindependently rotatable propeller/fan engine 62 can, depending oncontext, be aligned with the rotatable propeller/fan axis 305 such as toincrease the horizontal component of thrust, as described with respectto FIGS. 3 and 4. By comparison, if it is desired to climb quicker, beable to carry greater loads, fly at slower speeds, etc., certainembodiments of the at least one independently rotatable propeller/fanengine 62 can, depending on context, be more aligned with the tiltedrotatable propeller/fan axis 305 a such as to increase the verticalcomponent of thrust, as described with respect to FIGS. 3 and 4. Forinstance, during rotation, certain embodiments of the hybrid propulsiveengines 100 can be configured such that the at least one independentlyrotatable propeller/fan engine 62 is tilted such as to provide anincreased vertical component of thust, and allow the aircraft to operateas if it weighs less and can thereby in certain embodiments take offafter rotation with, for example, a quicker rate of climb, a shortertake-off run, a slower airspeed, and perhaps other such performancecharacteristics.

For example, when an airplane is taking off during the initial take-offrun along the runway, certain embodiments of the independently rotatablepropeller/fan engine 62 may be substantially aligned with the rotatablepropeller/fan axis 305. As the aircraft is accelerating to reach itsrotation point (where the plane takes off), certain embodiments of theindependently rotatable propeller/fan engine 62 may be substantiallyaligned with the rotatable propeller/fan axis 305.

By tilting the at least one independently rotatable propeller/fan engine62, the performance parameters of a variety of hybrid propulsive enginescan be modified. For example, by tilting the at least one independentlyrotatable propeller/fan engine 62 downward, the aircraft may have moreof a tendency to be steered downwardly such as to descend. It may bedesired to tilt certain embodiments of the at least one independentlyrotatable propeller/fan engine 62 downwardly following touch-down, suchthat the aircraft will have the effect of weighing more, such as perhapsbeing configured to “stick” to the runway.

Another “displacement” that can be provided to certain embodiments ofthe independently rotatable propeller/fan engine 62 relative to the atleast one jet engine 58 can involve laterally offsetting theindependently rotatable propeller/fan engine 62 (in either a verticaloffset, a horizontal offset, or some combination thereof) relative tothe remainder of the hybrid propulsive engine or the aircraft. While thefigures do not display such offset, it can involve displacement of atleast one of the independently rotatable propeller/fan engine 62 in adirection substantially perpendicular to that of the working fluidflowing through the jet engine. Certain embodiments of the independentlyrotatable propeller/fan engine 62 can be positioned in a fixed offsetlocation, or alternately can be displaceably offset during flight or onthe ground.

Certain embodiments of the tilting of the independently rotatablepropeller/fan engine 62 can be controlled at least partially by avariety of sensed, determined, and/or calculated parameters by the pilotor operator, or alternately can be controlled at least partially by thehybrid propulsive engine controller 97. A variety of generally known,but not limiting, mechanisms or actuators such as pivoted linkages,hydraulics, pneumatics, stepper motors, etc. can be used. Suchparticular tilting configurations and operations of the independentlyrotatable propeller/fan engine 62 are intended to be illustrative innature, but not limiting in scope. Since certain embodiments of thetorque conversion mechanism 107, such as electric motors, can berelatively easily tilted, offset, angled, or otherwise displaced incombination with the independently rotatable propeller/fan engine 62, itcan be relatively simple in construction such as can provide suchdisplacements for a variety of embodiments of hybrid propulsive engines100 (and may not have to rely on such mechanical connections as shafts,gearing, etc. to transfer torque from, for example, conventional jetengines).

Certain embodiments of the torque conversion mechanism 107 can beconfigured to allow a variety of embodiments of the rotatable workingfluid displacement engine 74 as described with respect to FIG. 2 to shutdown, as well as being restarted either on the ground or in flight.Certain examples of such rotatable working fluid displacement engine 74that can be configured to be accelerated, and thereupon cause the atleast one jet engine 58 to accelerate or start can include, but are notlimited to: the at least one independently rotatable propeller/fan 258as described with respect to FIG. 8, the at least one independentlyrotatable compressor rotor 120 as described with respect to FIG. 9, theat least one independently rotatable compressor stator 493 as describedwith respect to FIG. 10, as well as the at least one independentlyrotatable turbine stator 477 as described with respect to FIG. 11. Byproviding more suited configurations of the at least one independentlyrotatable propeller/fan engine 62 relative to the at least one jetengine 58, certain embodiments of the hybrid propulsive engine 100 canbe configured to considerably increase fuel efficiency of the aircraft.The various embodiments of the rotatable working fluid displacementengine 74 can be accelerated relatively quickly, since it is acceleratedby the torque conversion mechanism 107 and not the jet engine 58, andthereby reducing spooling of the jet engine. In an aircraft havingmultiple jet engines, at least some of the jet engines can be shut downat less than peak demand and restarted when the demand increases.Alternately, at least some percentage of the energy associated withoperation of the jet engine can be converted into electricity, which canbe used to power the independently rotatable propeller/fan engine 62.

Certain embodiments of the independently rotatable propeller/fan engine62 can be operated, for some prescribed duration depending on theconfiguration of the hybrid propulsive engine 100, during loss ofoperation of the jet engine 58. Consider, for example, an aircrafttaking off and losing power soon after take-off. It would be highlydesirable to provide sufficient power (e.g., using the independentlyrotatable propeller/fan engine 62), to such aircraft in these of otherdifficult to control scenarios as to allow suitably propulsion and/orsteerability such as to allow improved control during flight and/orlanding, even if the aircraft is damaged.

It should be noted that different embodiments of aircraft are configuredfor different types of operations and can be configured to providedifferent types of flight characteristics. For example, certain jetfighters equipped with certain embodiments of hybrid propulsive enginesmight utilize the tiltability and/or offset of certain embodiments ofindependently rotatable propeller/fan engines 62 such as to provideimproved maneuverability, increased acceleration, and/or decreasedspooling rate. By comparison, certain jet aircraft or business jetsequipped with certain embodiments of hybrid propulsive engines mightutilize the tiltability and/or offset of certain embodiments ofindependently rotatable propeller/fan engines 62 such as to provideincreased fuel economy, certain improved take off, climb, or landingcharacteristics, etc.

Certain embodiments of the at least one hybrid propulsive engine 100 canbe operated to provide, or enhance, steerage, such as by selectivelyaccelerating or decelerating the rotational velocity of at least some ofthe at least one rotary propeller/fan 258 using the torque conversionmechanism 107, as well as offsetting or tilting at least certain ones ofthe at least one independently rotatable propeller/fan engine 62. Suchsteerage can be used for normal as well as emergency conditions.Consider the aircraft of FIG. 1, if the turboprop, turbofan, or jetengines situated on one side (e.g., the left side) of the aircraft areoperating more powerfully than those on the other side (e.g., the rightside) of the aircraft, there will be an asymmetrical thrust that isstronger on the left side of the aircraft, and the plane will tend toyaw to the right. If the level of asymmetrical thrust is great enough,the aircraft might even become uncontrollable. Operating at leastcertain of the independently rotatable propeller/fan engine 62 canreduce, limit, or even eliminate such asymmetrical thrust, as well asthe effects thereof. While such asymmetrical thrust may be undesired incertain instances for providing uncontrollability, it may be desired,when within limits, to provide steerage to the airplane 75 or othervehicle.

Certain embodiments of the at least one hybrid propulsive engine 100 canthereby be configured to provide or ensure certain types of steerage toa variety of aircraft. Consider if certain of the at least one hybridpropulsive engine 100, as well as certain of the at least oneindependently rotatable propeller/fan engine 62, on the left-side of anaircraft are operated at a higher speed to those of the right side ofthe aircraft. The tendency would be for the aircraft to yaw in adirection opposite to the side on which the jet engine being acceleratedis situated (i.e., to the right). Another tendency might be, forexample, for the aircraft to bank to the right as well since theleft-wing would-be traveling faster than the right wing, and thereforethe faster left wing would have greater lift than the slower right-wing(since wings traveling faster, all other things being equal, have agreater force contributing to lift than slower wings). As such,accelerating the at least one independently rotatable propeller/fanengine 62 on one side of an aircraft (typically in a multi-engineaircraft) while maintaining the independently rotatable propeller/fanengine 62 on the other side of the aircraft may result in a bank and aresulting turn towards the opposite side of the aircraft from theaccelerated aircraft. Similarly, decelerating the rotational velocity ofthe at least one independently rotatable propeller/fan engine 62 on oneside of an aircraft while maintaining the at least one independentlyrotatable propeller/fan engine on the other side of the aircraft maycause a bank and resulting turn to the side of the aircraft that isbeing decelerated.

Such powering of the turn may be performed to be coordinated,particularly without the application of considerable control surfaces.Within this disclosure, control surfaces of airplanes, for example, caninclude but are not limited to airlerons, rudders, and elevators whichpilots or operators can use to control the path of the aircraft. Byselective positioning of the at least one hybrid propulsive engine 100relative to the center of gravity of the aircraft, the steerage asprovided by the at least one hybrid propulsive engine can be effectedabout at least one of the aircraft's yaw, pitch, or bank axes. Suchsteerage about the pitch axis, for example, can be accomplished byproviding more or less power through each of the engines of the hybridpropulsive engine 100, simultaneously. Certain embodiments of aircraft,perhaps including drones and other unmanned aircraft, can utilize thesetechniques to achieve steerage, and may in certain instances limit theuse of suitable control surfaces, such as rudders, ailerons, elevators,flaps, etc.

Certain embodiments of the at least one hybrid propulsive engine 100 canbe configured to provide or enhance certain types of trim to a varietyof aircraft. In aircraft, trim refers to a control adjustment mechanismby which the pilot, a user, or a remote aircraft controller, can selector input a control pressure applied, for example, from a control surfaceto a control yolk or stick can be limited such as by slightly displacinga so-called “trim tab”. Trim tabs can operate by altering airflow overthe particular control surface, etc. such as to limit the need for trim.Flying a manned or unmanned aircraft without trim can be inefficientsince excessive control force and control surface applications may benecessary to control the out-of-trim aircraft. When improperly applied,trim tabs or trim surfaces can actually act as speed brakes, sinceexcessive control force and control surface applications becomenecessary and may require the aircraft to fly in an uncoordinatedmanner.

Trim tabs are most often used to limit control pressure along the pitchaxis, and in certain aircraft along the yaw axis. For instance, if theaircraft was tending to yaw to one side of the aircraft (e.g., theleft), one or more of the independently rotatable propeller/fan engines62 on that side (e.g., the left) of the aircraft might be increased. Bycomparison, trim can either involve a gross or a fine adjustmenteffected by controlling the relative operation of certain of the atleast one hybrid propulsive engine 100, particularly certain of the atleast one independently rotatable propeller/fan engine 62. By providinga variety of embodiments of the at least one hybrid propulsive engine100 that can provide or enhance steerage and/or trim, the size and/oreven necessity for certain control surfaces and/or trim tabs can belimited considerably, such as by controllable operation of certainembodiment of the at least one hybrid propulsive engine 100. By limitingthe use of and/or the size of certain control surfaces and/or trim tabs,it is envisioned that certain aircraft could flow through the air moreefficiently, resulting in increased fuel economy.

Certain aircraft, perhaps comprising unmanned drones, etc., can bedesigned with reduced control surfaces and/or trim surfaces, etc., aboutone or more flight axis with the steerage being provided at leastpartially using the above control techniques by powering or depoweringat least certain ones of the independently rotatable propeller/fanengine 62 or certain of the at least one jet engine 58 of the at leastone hybrid propulsive engine 100, as described in this disclosure.

Certain embodiments of the at least one hybrid propulsive engine 100 canbe configured such that the at least one independently rotatablepropeller/fan 258 can provide reverse thrust, such as during landing todecelerate the aircraft. Such reverse thrust can be provided, forexample, by reversing the direction of rotation of the at least oneindependently rotatable propeller/fan 258 such as can be effected byreversing the direction of the associated at least one torque conversionmechanism 107 (e.g., the polarity). Such reverse thrust, as with forwardthrust, should be adjustable such as to control the application thereof.Since torque conversion mechanisms can accelerate or reverse directionsquite quickly, they can quickly switch to or from reverse thrust mode(typically more quickly than the time for spooling for certainconventional jet engines). Also, certain embodiments of the at least oneindependently rotatable propeller/fan 258, as described with respect toFIGS. 3 to 11, can go into reverse thrust mode without the actuation ofrelatively complex vanes and ducting involved in conventional turbofansand turboprops for reverse thrust. Certain embodiments of the torqueconversion mechanism 107, that can be configured as an electric motor,can be configured to switch the direction of rotation, often by pressinga switch or contact to switch polarities of the electric motor.Additionally, the vanes and ducting involved in conventional turbofansand turboprops can add considerable weight, and complexity in design tothe aircraft, both of which can be limited by the use of the torqueconversion mechanism configured as an independently rotatablepropeller/fan 258.

The use of autopilots can add considerably to fuel efficiency ofaircraft, since many autopilots limit variations in the controlsurfaces, and the resultant variation of the amount of adjustment toyaw, pitch, and/or bank as compared to variations applied by the pilotor operator (particularly with inexperienced pilots or operators). Forinstance, continuously turning the aircraft far to the left and right ofthe desired course, as well as climbing above or descending below adesired altitude, can provide for diminished fuel efficiency. Certainembodiments of the at least one hybrid propulsive engine 100 can resultin considerable fuel efficiency particularly when used in combinationwith autopilots. In many cases, it is desirable for the pilot/operatorto fly as consistent of a path as possible (without climbing ordescending, or turning left or right from the desired path excessively)to increase the fuel efficiency of the aircraft. Also consider therelative size of the control surfaces, trim tabs, actuators, linkages,cable members, control rods, etc. can be limited using certainembodiments of the at least one hybrid propulsive engine 100. Inaircraft design, limiting the size of such control surfaces, trim tabs,etc. can result in overall limiting the weight of the aircraft 75 whilelimiting in the complexity of the associated members.

Certain jet aircraft are typically more efficient at higher altitudes(but require a considerable amount of energy to climb to altitude),particularly when traveling long distances at higher altitudes.Propeller-driven aircraft, for example, typically have a relatively lowservice ceiling, such as they may not be able to operate at altitudesgreater than 10,000 to 20,000 feet, though powerful piston aircraft suchas certain powerful military piston aircraft may have a higher serviceceiling. Certain embodiments of the hybrid propulsive engine 100 canallow certain of the at least one hybrid propulsive engine 100 canprovide for improved altitude performance, since the most efficientengines (between the at least one jet engine 58 and the at least oneindependently rotatable propeller/fan engine 62) can be operated. Theselection of the particular altitude can be selected based on suchconsiderations as the density altitude, the pressure, the desiredairspeed, etc. For example, at over 20,000 feet, jet engines 58 can beused primarily. Below 10,000 feet, and during operations at noisesensitive airports, certain embodiments of the independently rotatablepropeller/fan engine 62 can be used, etc.

Certain embodiments of the hybrid propulsive engine 100 are thereforeconfigured to utilize certain of the efficiencies of jet engines withcertain of the efficiencies of propellers and/or fans to yieldrelatively efficient engines. As such, certain embodiments of the atleast one jet engines 58, as well as certain embodiments of the at leastone independently rotatable propeller/fan engine 62, or a combinationthereof, can be configured for efficient operation at certain flightactivities, altitudes, conditions, operations, etc.

Certain jet engines or gas turbines having relatively efficient designcan be integrated in a variety of embodiments of the hybrid propulsiveengine 100 to provide for relatively efficient operation. The structureand operation of a variety of embodiments of the hybrid propulsiveengine 100 are described later in this disclosure, such as describedwith respect to, but not limited to, FIG. 8. Within this disclosure, therelative power, rotatable velocities, and other characteristics and/orparameters of the at least one independently rotatable propeller/fanengine 62 as compared with the at least one jet engine 58 can be variedor relatively adjusted. For instance, in certain aircraft, theindependently rotatable propeller/fan engine 62 can be robust enoughand/or an (optional) energy storage device 264 of FIG. 8 may not becharged enough, to maintain the aircraft at certain cruise levels oreven allow a slight climb (particularly at lower altitudes) wherepropellers and/or fans are particularly effective when one or more ofthe at least one jet engine 62 is inoperative. By comparison, withcertain embodiments of aircraft, the at least one independentlyrotatable propeller/fan engine 62 may not (by itself) be robust enough,or the associated battery may not be charged enough, to maintain theaircraft at certain cruise levels. Even if the at least oneindependently rotatable propeller/fan engine 62 is insufficient tomaintain the aircraft at a particular altitude, or climb at a particularrate; the use of the at least one independently rotatable propeller/fanengine 62 should be sufficient to increase the jet-engine out glidedistance. With such increasing the jet engine out glide distance of theaircraft, for instance, the aircraft will be able to glide for anincreased distance, such as may include a suitable or desirable airportor landing location. As such, the relative power of certain embodimentsof the independently rotatable propeller/fan engine 62, as well as theenergy storage capabilities of certain embodiments of the at least oneenergy storage device 264, can interface with the jet engine to providesuitable operational characteristics of certain embodiments of the atleast one hybrid propulsive engine 100.

Certain aircraft or other vehicles can utilize and energies towardselement, of some type, to enhance the efficiency of the particularvehicle. Certain embodiments of the at least one hybrid propulsiveengine 100 can include at least one energy storage device 264, such as abattery, flywheel, capacitor, etc. to allow electricity generated by atleast a portion of the jet engine 58 (using the energy extractionmechanism 66) to be stored by the at least one optional energy storagedevice 264 such as a battery or flywheel, etc., and thereupon theelectricity can be provided to a torque conversion mechanism 107 of theindependently rotatable propeller/fan engine 62, as described withrespect to FIG. 8. By comparison, certain embodiments of the at leastone hybrid propulsive engine 100 as described with respect to FIG. 8 donot include the at least one optional energy storage device, and insteadthe electricity generated from the at least one jet engine 58 (using theenergy extraction mechanism 66) is thereupon applied substantiallyinstantaneously to power the torque conversion mechanism 107. The amountof energy that can be stored/retrieved from the at least one energystorage device 264 can be selected based on the amount of energy tooperate the at least one independently rotatable propeller/fan engine 62for some suitable duration at some suitable rotational velocity. Asdescribed with respect to FIGS. 3, 4, 30, and 31, a mount 42 of somesuitable and structurally rigid configuration can be used to physicallyattach at least one independently rotatable propeller/fan engine 62(typically including the torque conversion mechanism 107 and/or thephysically associated rotatable propeller/fan 258) to the jet engine 58or some other suitable portion of the airframe, such as to physicallysupport and/or secure the torque conversion mechanism and/or thephysically associated rotatable propeller/fan 258. The mount 42 caninclude one or a number of support members, rods, bars, mounts,fasteners, etc. to support the torque conversion mechanism 107 and/orthe associated at least one independently rotatable propeller/fan 258,in a manner that allows the at least one independently rotatablepropeller/fan 258 to have rotary motion (that may be provided at leastpartially by the at least one torque conversion mechanism 107), relativeto the jet engine 58.

This disclosure provides a variety of techniques by which a rotationalvelocity of the at least one independently rotatable propeller/fan 258of the independently rotatable propeller/fan engine 62 can be controlledrelative to the rotational velocity of turbine rotatable element(s) 105within the jet engine 58 can be controlled, using a variety of manuallevers, selectors, and/or indicators, etc. such as can be actuated by orviewed by the pilot or operator such as with the input output interface811 of FIG. 8 of the hybrid propulsive engine controller, and/orautomated using a variety of embodiments of the hybrid propulsive enginecontroller as described with respect to FIG. 8. Such control of therotational velocity can be absolute, in which the rotational velocity ofthe at least one independently rotatable propeller/fan 258 and the atleast one jet engine 58 are each individually controlled; or relative,where the rotational velocity of the at least one independentlyrotatable propeller/fan 258 is controlled relative to the at least onejet engine 58.

It might be challenging, under normal or stressful situations, for apilot to memorize and/or properly control the power settings (a desiredRPM as set by the pilot, flight crew, and/or remotely) for the at leastone independently rotatable propeller/fan 258 as well as theindependently rotatable propeller/fan engine 62 as described withrespect to FIG. 8, under certain instances, manually. However, the powersettings can in many instances be determined or controlled more properlyor reliably at least partially utilizing certain (e.g., manual orautomated) embodiments of the hybrid propulsive engine controller 97, aswell as the use of written or digital check lists. The operation,input/output, as well as the structure of certain embodiments of thehybrid propulsive engine controller 97 is described within thisdisclosure.

Certain embodiments of the hybrid propulsive engine 100 can be arrangedsuch that the jet engine 58 can therefore accelerate (including the atleast one turbine rotatable element 105 and the at least one compressorrotatable elements 103) during spooling, and the independently rotatablepropeller/fan engine 62 can accelerate using force provided by thetorque conversion mechanism 107. Multi-stage spooling can often beaccomplished more quickly than single stage spooling since, withturboprops/turbofans, more rotatable elements totaling greater inertiahave to be started when more of the turbine rotatable elements 105, thecompressor rotatable elements 103, and/or the rotary propeller/fan 258are spooled at the same time using the same applied force (e.g., fromthe turbine). Certain conventional propellers/fans of theturboprops/turbofans often have a fixed mechanical linkage (perhapsincluding one or more shafts and/or a gearbox) that all be acceleratedfrom the force applied from the turbine of the jet engine.

In certain embodiments of the hybrid propulsive engines 100, theindependently rotatable propeller/fan engine 62 may be positionallysecured in some manner relative to the at least one jet engines 58 toallow rotation of the at least one compressor section 102 and the atleast one turbine section 104 of the at least one jet engines 58, and ashaft 64 via one or more shafts 64. Such transmission of rotation viathe shaft 64 may be equated to providing a mechanical rotatableconnection there between. The mechanical connection of the shaft canallow for the rotation of the shaft 64 to be directly transferred fromat least some of the turbine rotor 130 shown in FIG. 11 to otherrotatable members (such as at least some independently rotatablecompressor rotors 120 or connected compressor rotor blades 122 of the atleast one compressor section 102, or alternately the shaft or multipleshaft sections) directly to a non-rotatable extension of the shaft 64(or alternately via a gear-box) that provides some constant gear ratiobetween the shaft 58 connecting to the turbine rotor 130 shown in FIG.11 to other rotatable members (such as at least some independentlyrotatable compressor rotors 120 or connected compressor rotor blades 122of the at least one compressor section 102). As such, an embodiment ofthe hybrid propulsive engines use electricity generated from the rotarycomponent of the at least one turbine section 104 can, depending oncontext, be configured to provide electricity that can operate the atleast one compressor section 102, as well as the at least oneindependently rotatable propeller/fan 258 indirectly from the at leastone turbine section 104.

Certain embodiments of the hybrid propulsive engine 100, particularlythose that propel person-carrying aircraft, are intended to operatesafely, such as by enabling the at least one independently rotatablepropeller/fan engine 62 to continue to operate as desired even uponfailure of at least one jet engine. Having the at least oneindependently rotatable propeller/fan 258 operate at a slower rate thandesired, or stop rotation during flight, can obviously be adverse todesirable flight characteristics of the aircraft 75. Just as with apropeller in a propeller-driven aircraft, slowing or stopping the atleast one independently rotatable propeller/fan 258 of the independentlyrotatable propeller/fan engine 62 can reduce the aerodynamics of theaircraft 75 at certain speeds (e.g., the stall speed can increase).

Consider that a non-rotating propeller is likely not to be able togenerate lift, and instead can provide air resistance proportional tothe frontal area of the non-rotating propeller, and thereby increasedrag. Consider those instances where at least portion of the at leastone jet engine 58 in a turboprop/turbofan becomes inoperative and doesnot provide the desired or designed thrust, such as with a so-called“compressor stall”. With such compressor stalls, the operation of boththe at least one jet engine 58 and the at least one independentlyrotatable propeller/fan 258 could be affected, typically by slowing downor stopping the flow of the working fluid through the jet engine, andboth would be expected to consume less fuel while in generating similarcombined thrust as a result of the slower rotatable velocities of theturbine rotatable elements 105 and the compressor rotatable elements103.

The amount of energy used for an aircraft to climb, such as duringtake-off, can be reduced with certain embodiments of the independentlyrotatable propeller/fan engine 62. In certain embodiments, the batteriescan be charged such as during taxi, or the batteries being plugged in,prior to take-off. As such, the thrust provided by the hybrid propulsiveengine 100 can include the total of a first thrust of the torqueconversion mechanism 107 (e.g., electric motor) as provided by the atleast one independently rotatable propeller/fan engine 62 plus a secondthrust provided by the jet engine. The torque conversion mechanism canoperate independently from the jet engine (no torque is transferred viaa shaft such as with conventional turboprops or turbofans), and as suchthe thrust provided to the at least one independently rotatablepropeller/fan engine 62 does not limit the thrust produced by the atleast one jet engine 58.

Depending upon the particular configuration, under the circumstances,the at least one independently rotatable propeller/fan 258 can bestalled, be stationary, windmill, or may provide otherwise potentiallyundesired are unsuited operation to generate a desired lift. It may beexpected that the jet engine 58 may be configured to be smaller and/orlighter to produce somewhat less power than conventional jet engines;because the combined thrust of jet engine as combined with the at leastone independently rotatable propeller/fan assembly 108 that is poweredby the torque conversion mechanism 107, can provide similar thrust aswith the conventional jet engines. Additionally, as result of theconstrained connection of the shaft 64 between the at least one jetengine 58 and the at least one independently rotatable propeller/fan258, the rotatable operation of the at least one independently rotatablepropeller/fan 258 is dependent upon rotation of the at least one jetengine 58.

Certain embodiments of this disclosure, as described with respect toFIGS. 3, 4 8, 30, 31, and 32, as well as other locations in thisdisclosure, can provide for independent rotatable operation of the atleast one independently rotatable propeller/fan 258 with respect to theat least one jet engine 58. As such, certain embodiments of the at leastone independently rotatable propeller/fan 258 can (depending on theconstraints of the electric power provided to the torque conversionmechanism 107 such as an electric motor) rotate at the same rotationalvelocity, only one operating at an rotational velocity while the otheris stopped, each operating at different rotatable velocities, eachoperating in the same direction, or each operating in reverseddirections as the at least one jet engine 58. Such control of therotational velocity of the at least one independently rotatablepropeller/fan 258 as well as the jet engine can be performed by thepilot or the flight crew, at least partially from the hybrid propulsiveengine controller 97, or even at least partially via remote control(such as in the case of a drone aircraft controlled from the ground).

Certain embodiments of the at least one independently rotatablepropeller/fan 258 can have the motive force provided at least partiallyfrom the torque conversion mechanism 107, resulting from electricitygenerated in some manner from electricity generated from the rotation ofthe turbine rotors 130, including the turbine blades 132.

The independent rotatable operation of the of the at least oneindependently rotatable propeller/fan 258 with respect to the at leastone jet engine 58 can be controlled in certain embodiments by the pilotor flight crew, the hybrid propulsive engine controller 97 can besituated on the aircraft, or remotely from the aircraft. Suchindependent rotatable operation of the rotatable portions of the jetengine relative to the at least one independently rotatablepropeller/fan 258 can be considered as being representative of certainembodiments of a hybrid turboprop or turbofan design. The hybridturboprop or turbofan design may thereby be viewed as to provideindependent operation between the at least one jet engine 58 and the atleast one independently rotatable propeller/fan 258. The term “hybrid”,as applied to this disclosure can, depending on context, be similar toas used with hybrid automobiles, wherein either, neither, or both a gasengine and an torque conversion mechanism can be configured to applypower to propel the vehicle at certain times of operation.

With certain of such hybrid embodiments of the hybrid propulsive engine100, the timing and percentage of power provided by the jet engine 58and the torque conversion mechanism 107 can vary depending upon suchfactors as velocity of the vehicle, electricity available for the torqueconversion mechanism, whether the vehicle is climbing or descending,etc. Such independent rotatable operation of the rotatable portions ofthe jet engine relative to the at least one independently rotatablepropeller/fan 258 can provide for generally improved and extended flightoperations, with increased payloads such as by limiting extended shafts,gear boxes, and other mechanical linkages to provide rotary motion tothe at least one independently rotatable propeller/fan 258.

Certain embodiments of such independent rotatable operation of therotatable portions of the jet engine 58 relative to the at least oneindependently rotatable propeller/fan 258 can also provide for powersharing of power (electricity) generated from one jet engine to beshared between one or more rotatable propeller/fan assembly 108.Conversely, certain embodiments of such independent rotatable operationof the rotatable portions of the jet engine 58 relative to the at leastone independently rotatable propeller/fan 258 can also provide for powersharing of power (electricity) utilized by one independently rotatablepropeller/fan assembly 108 that was generated from the rotatable turbinecomponents and/or the working fluid included within more than one jetengines. Such power sharing between one or more jet engines 58 relativeto one or more of the energy extraction mechanism powered rotatablepropeller/fan assemblies 108 can be utilized for typical operatingoperations, as well as emergency conditions.

For example, it may be desired for efficiency reasons to shut downcertain of the at least one jet engines 58 (e.g., the in-board twohybrid propulsive engines or the two out-board jet engines in a four jetengine aircraft). By shutting down certain of the jet engines forrelatively efficient power sharing purposes, as described with respectto FIGS. 45 to 50, the energy (e.g., generated electricity) from theoperating engines can be used to generate electricity to provide therotatable force to all of the at least one independently rotatablepropeller/fan 258, such as to effect powering of one or more of the atleast one independently rotatable propeller/fans 258, as desired ornecessary, by their individual torque conversion mechanisms 107 asdescribed in this disclosure. It may not be necessary that each torqueconversion mechanism 107 (that is associated with a particular one ofthe jet engine 58 and/or the at least one independently rotatablepropeller/fan 258) receive power from that particular energy extractionmechanism 66. Power, in the form of generated electricity, can beshifted between causing force to be applied to different ones of the atleast one independently rotatable propeller/fan 258. This shifting ofpower from at least one energy extraction mechanism 66 such that acorresponding force is applied to different ones of the at least oneindependently rotatable propeller/fan 258 can also be referred to aspower sharing in which power produced by at least one jet engines can bedistributed to more than one of the at least one independently rotatablepropeller/fan 258, or alternately as power equalizing in which powerdifferences between multiple of the at least one independently rotatablepropeller/fan 258 as provided by one or more jet engines 58 are reduced.

It may also be desired, for certain power sharing or power equalizingschemes as described with respect to FIGS. 45 to 50, to increase therate of rotation (the rotational velocity such as may be measured byrotations per minute, or RPM) of certain of the at least oneindependently rotatable propeller/fans 258 to be greater or less thanothers by, for example, controlling the electricity supplied to therelevant at least one torque conversion mechanisms 107. Consider that ifone or more jet engines are not being operated, or are inoperative, at agiven time during flight, the associated at least one independentlyrotatable propeller/fans 258 can be accelerated to a greater rotationalvelocity (or decelerating to a lesser rotational velocity), such as tomaintain more equal propulsion between those engines 100 whose jetengine is not operating as compared with those hybrid propulsive engines100 whose jet engine is operating.

It may be desired to relatively control the rotational velocity ofcertain ones of the certain of the at least one independently rotatablepropeller/fans 258 to steer the aircraft about at least one axis. Forinstance, it might be desired to accelerate those of the at least oneindependently rotatable propeller/fans 258 that are situated on one sideof the aircraft (e.g., the right), as described with respect to FIG. 1,to effectively yaw the aircraft to another side of the aircraft (e.g.,its left). By comparison, to yaw the aircraft 78 to the right, at leastone of the hybrid propulsive engine 100 to the left of the aircraft canbe rotatably accelerated (RPM increased) as compared to those to theright, and/or alternatively, those on the left can be decelerated. Assuch, certain embodiments of aircraft 75, or other vehicles 98, can beconfigured to be steered or otherwise operated, by the selective controlof certain embodiments of the hybrid propulsive engine 100, particularlythe at least one independently rotatable propeller/fan 258. The increasein rotational velocity of the at least one hybrid propulsive engine 100to the left of the aircraft as compared to those to the right, forexample, can result in the left wing accelerating faster (with morethrust) than the right wing, and also likely cause considerably morelift to the left wing than the right wing. The reverse is also true ifthe wing to the right of the aircraft is accelerated faster than that tothe right of the aircraft.

To increase the overall velocities of the aircraft, at least some of thehybrid propulsive engines on both sides of the aircraft can be similarlyincreased, e.g. by a similar number of RPMs. During cruise, it wouldlikely be desirable to be able to control the relative rotationalvelocity at which the at least one independently rotatable propeller/fan258 is operated, and therefore the thrust of the at least oneindependently rotatable propeller/fan. Such relative control of therotational velocity of a number of the at least one independentlyrotatable propeller/fan 258 can be referred to as power sharing, andcertain portions of this disclosure describe this process as powersharing. The most basic form of power sharing involves attempting toequalize (or limit differences between) the rotatable accelerationand/or the thrust between different ones of the at least oneindependently rotatable propeller/fan 258.

Certain embodiments of the hybrid propulsive engine 100 are configuredto limit fuel starvation, such as by allowing operation of either thejet engine 58 or the independently rotatable propeller/fan engine 62, ifthe other one fails or otherwise malfunctions. Such causes of fuelstarvation can include, but are not limited to, clogged fuel lines,broken fuel lines, running out of jet fuel, etc.

As such, it may therefore be desired to operate the at least oneindependently rotatable propeller/fan 258 at a consistent rotationalvelocity, even if one of more of the at least one jet engines 58associated with one or more of the at least one independently rotatablepropeller/fan 258 is not operating. Such shutting down of certain atleast one jet engines 58 while maintaining operation of more of the atleast one independently rotatable propeller/fan 258 to provide forimproved efficiency of operation, tends to increase the range for theaircraft 75, increased time in air, etc., each of which may beconsidered an improvement in efficiency of the aircraft 75 or othervehicle 98 during certain cruise, take-off, landing, or emergencyoperational configurations. While operating in certain noise-restrictedairports, for example, it may be desired to limit the number of jetengines 58 operating, or limit the rotatable velocities of the jetengines (which are typically relatively noisy); while perhaps maximizingthe number of the at least one independently rotatable propeller/fanengine 62 or the operating rotatable velocities of the at least oneindependently rotatable propeller/fan engines 62 (which are typicallyquieter).

This disclosure thereby describes a variety of embodiments of the hybridpropulsive engine 100, as described with respect to FIG. 8, which can bepowered by, during at least portions of the operation, a torqueconversion mechanism 107 and at least one jet engine 58. Certainembodiments of the at least one jet engine 58 can include, but is notlimited to, the at least one compressor section 102, the at least oneturbine section 104, and the energy extraction mechanism 66. Certainembodiments of the torque conversion mechanism 107, such as can beincluded in the at least one independently rotatable propeller/fanassembly 108, can obtain at least some of its power from the energyextraction mechanism 66. The at least one energy extraction mechanism 66may be at least partially integrated in the at least one turbine section104, as described in this disclosure. There are a variety of embodimentsof the energy extraction mechanism 66 that are configured to generateelectricity based at least partially on the rotary motion of the turbinerotors 132.

FIGS. 2, 3, 4, 8, 30, 31, and 32 show certain embodiments of the hybridpropulsive engine 100 including a number of embodiments of the energyextraction mechanism 66 (as described with respect to FIG. 8) thatprovide electricity that can be used to power the torque conversionmechanism 107. Certain embodiments include the energy extractionmechanism 66 and the optional energy storage device 264. Certainembodiments of the energy extraction mechanism 66 (which may be viewed,in general, as electrical generators as described with respect to FIGS.12-15) can generate electricity based at least partially on the rotationof the turbine rotatable element 105. Certain embodiments of the turbinerotatable element 105 can include the energy extraction mechanism 66relying on motion of the turbine or the shaft 64, and/or the workingfluid passing through the jet engine. Certain embodiments of the energystorage device 264 can store energy generated by the energy extractionmechanism 66 until utilized by the torque conversion mechanism 107. Thetorque conversion mechanism 107, as described with respect to FIG. 8, atleast partially drives the at least one rotary propeller/fan 258.Certain embodiments of the at least one rotary propeller/fan 258 can beconfigured to extract external energy such as from the at least oneenergy extraction mechanism 66, while others may not.

Certain elements of certain embodiments of the hybrid propulsion engine100 can be operationally associated with certain elements of otherhybrid propulsion engines as described with respect to FIGS. 2, 3, and4. For example, during flight, it may be desired to stop certain jetengines 58, and allow other engines to run, have energy extractedtherefrom using certain embodiments at least one energy extractionmechanism 66, and have the extracted energy (in the form of electricity)applied perhaps to the energy storage device 264 as well as to thetorque conversion mechanism 107. Such extracted energy can be used todrive at least one rotatable working fluid displacement engine 74 thatmay include the at least one independently rotatable compressor stators493. Operating fewer jet engines 58 during such low-demand periods ascruise and/or descent could be expected to improve fuel mileage andefficiency of the at least one hybrid propulsive engines 100, as well aslimit wear, stress, fatigue, etc. to certain of the components of the atleast one hybrid propulsive engine. As such, certain embodiments of theat least one rotary propeller/fan 258 can receive power from one or moreenergy extraction mechanism 66, that may be considered as an aspect ofpower sharing as described in this disclosure. Similarly, each energyextraction mechanism can receive generated power from one or moredistinct jet engines 58, as described in this disclosure, that may beconsidered as another aspect of power sharing as described in thisdisclosure.

Additionally, certain embodiments of the at least one rotarypropeller/fan 258 can be configured to ease starting of the jet enginewithout a remote starter. Such starting or attempts to start the jetengine may take place on the ground, or alternately may occur in flight.Such ease of restart can occur partially because the at least one rotarypropeller/fan 258, as well as other components of the independentlyrotatable working fluid displacement engine 74, may not each require ashigh rotational velocities to restart, and the mass of at least certainones of the independently rotatable working fluid displacement engine 74can be accelerated by the at least one torque conversion mechanism 107and not the at least one jet engine 58, as described in this disclosure.As such, starting the at least one jet engine 58 may require lessinertia in certain embodiments of the at least one hybrid propulsionengine 100, and as such certain embodiments of the at least one jetengines can be configured to start in flight in a manner assisted by theuse of certain embodiments of the at least one rotary propeller/fan 258.

If certain embodiments of the at least one jet engines can be moreeasily started during flight, then it is also true that they can bestopped during flight with the expectation that they can be restarted.Consider that the manner that certain hybrid automobiles increase theirfuel mileage is to turn their gas motor off during certain times ofnon-peak (torque) demand. Similarly, at least some of certainembodiments of the at least one jet engine associated with at least onehybrid propulsive engine 100 can be configured to stop during times ofless than peak demand, such as cruise and descent, and the electricitygenerated by only those operating jet engines 58 can be extracted usingcertain embodiments of the energy extraction mechanism 66. Theelectricity extracted from a particular one of the at least one jetengine 58 can be applied to the at least one energy storage device 264and/or an at least one torque conversion mechanism 107 that may, or maynot, be associated with that particular at least one jet engine, asdescribed with respect to FIGS. 45 to 50. Similarly, the electricityextracted from a particular one of the at least one jet engine 58 canultimately be used to rotate the one or more rotatable working fluiddisplacement engines 74 (configured as the at least one rotarypropeller/fan 258) that may or may not be operationally associated withthat particular jet engine 58, as described with respect to FIGS. 45 to50.

FIG. 39 illustrates one embodiment of a power quadrant 902 that may beused by a pilot or flight crew member of the aircraft 75, such as by useof the throttles can be used to control the power being output by the atleast one jet engine 58 as well as the at least one independentlyrotatable propeller/fan engine 62. Certain embodiments of the throttlequadrant 902, as described with respect to FIG. 39, can include one eachof a jet engine throttle 904 and a propeller/fan electric enginethrottle 906 for each hybrid propulsive engine 100 of the aircraft 75.Certain embodiments of the throttle quadrant 912 can be configured suchthat the rotational velocity of the at least one jet engine 58 can beindependently controllable from certain embodiments of the at least oneindependently rotatable propeller/fan engine 62 (even when a particularjet engine is operationally associated with a particular independentlyrotatable propeller/fan engine).

Motion of certain embodiments of the jet engine throttle 904 may beconfigured to accelerate, or decelerate, the compressor rotatableelement(s) 103 and/or the turbine rotatable element(s) 105 of the jetengine 58 as described with respect to FIG. 8. Motion of certainembodiments of the propeller/fan electric engine throttle 906 areconfigured to accelerate, or decelerate, the torque conversion mechanism107, and therefore the at least one independently rotatablepropeller/fan 258. The embodiment of the throttle quadrant 902 asillustrated in FIG. 23 applied to an aircraft having a single hybridpropulsive engine 100 (one jet engine 58 as well as one independentlyrotatable propeller/fan engine 62). For an aircraft having N (an integerfrom 1 to 4, or even more such as 8) hybrid propulsive engines 100,there would be N jet engine throttles 904 and N propeller/fan electricengine throttles 906 to properly control the rotatable velocities (RPM)of the at least one jet engine 58 as well as at least one independentlyrotatable propeller/fan engine 62.

Certain embodiments of the hybrid propulsive engine controller 97 can beconfigured such that during at least part of the time, a setting of theat least one jet engine 58 can be used to set the at least oneindependently rotatable propeller/fan engine 62. For instance, a numberof sensors (not illustrated) can be arranged around the aircraft tosense parameters related to jet engine operation, flight conditions,external conditions, throttle settings, flight condition (e.g.,take-off, cruise, etc.), etc.; and based on at least certain of thesettings the hybrid propulsive engine controller 97 can appropriatelyset the at least one independently rotatable propeller/fan engine 62.

6. HYBRID PROPULSIVE ENGINE INCLUDING INDEPENDENTLY ROTATABLE COMPRESSORROTOR

This disclosure now describes a number of embodiments of the at leastone rotatable working fluid displacement engines 74 configured to rotateat least one independently rotatable compressor rotor 120 (as described,particularly with respect to FIGS. 5, 9, and 28, as well as otherlocations in this disclosure). Within this disclosure, two embodimentsof the at least one independently rotatable compressor rotors 120 can bepowered to be rotated independently of rotation provided by the turbinerotors, shaft, etc. Certain embodiments of the hybrid propulsive engine100 are configured such that the at least one torque conversionmechanism 107 can be used to at least partially power at least one ofthe at least one rotatable working fluid displacement engines 74, whichin turn is configured as the at least one independently rotatablecompressor rotor 120. Such independent driving of certain embodiments ofthe independently rotatable compressor rotors 120 can, depending oncontext, be in either direction as well as some controllable rotationalvelocity, such as can be provided by certain embodiments of the torqueconversion mechanism 107 (e.g., the electric motor) as described withrespect to FIG. 2, and other locations in this disclosure.

Certain embodiments of the hybrid propulsive engine 100 can include twotypes of compressor rotors, all of which are configured to rotate todrive at least some working fluid through the compressor section: a)those that are attached to and driven by at least one of the at leastone shafts 64 as described with respect to FIGS. 12 to 15, and thosethat are driven independently of rotation of the at least one shaft 64,which can, depending on context, be referred to herein as “independentlyrotatable compressor rotor”. Certain of the compressor rotors can beconfigured to be switched between being configured as the independentlyrotatable compressor rotor and being configured as the shaft rotatablecompressor rotor. For instance, certain of the independently rotatablecompressor rotors can be rotationally locked, rotationally attached,rotationally magnetically secured, or otherwise rotationally secured tothe at least one shaft 64 such as to rotate in unison with the at leastone shaft, and thereby function as shaft rotatable compressor rotors(similar to conventional compressor rotors). By comparison, rotationallyunlocking, rotationally de-attaching, or rotationally magneticallyunsecuring such independent rotatable compressor rotors that areattached to the shaft allows them to act again as independent rotatablecompressor rotors.

Certain embodiments of the hybrid propulsive engine 100 are configuredsuch that at least one of the at least one torque conversion mechanisms107 as described with respect to FIGS. 12 to 15 is used to at leastpartially power the at least one independently rotatable compressorrotor 120 (as described, particularly with respect to FIGS. 5, 9, and28, as well as other locations in this disclosure). Such powering of theat least one independent rotatable compressor rotors 120 by the at leastone torque conversion mechanism 107 can allow for independent operationand rotation from those shaft driven compressor rotors that are drivenvia the shaft 64 (shown in FIGS. 12 to 16). As such, during the initialstages of operation, only certain of the compressor rotors can be shaftdriven, such that others of the compressor rotors that are configured asat least one independently rotatable compressor rotors 120 do not haveto be accelerated by the shaft, resulting in less mass and inertia beingaccelerated by the shaft. This allows for an increased rate of start-upof, continued operation of, as well as rotational acceleration (e.g.,spooling) of the at least some independently rotatable compressor rotors120 under the power of the at least one torque conversion mechanism.Certain embodiments of the at least one independently rotatablecompressor rotor can continue to operate even if the jet engine 58becomes inoperable, or is shutdown. Certain of such embodiments of thehybrid propulsive engine 100 can provide for improved operationalinefficiencies since of rotational velocity and thrust provided by theat least some independently rotatable compressor rotors 120 can bevaried in certain embodiments relative to the jet engine.

As described with respect to FIG. 16, certain embodiments of thecompressor section 102 can include a number of compressor stages 119.Certain embodiments of each compressor stage 119 can include at leastone independently rotatable compressor rotor 120, and at least onecompressor stator 122. Certain embodiments of the at least oneindependently rotatable compressor rotor 120 can be affixed to the shaft64 (that is rotated from turbine rotors 130 of the turbine section 105),and rotates therewith. Certain embodiments of the at least onecompressor stator 122 (as compared with the independently rotatablecompressor stators 493 as described in the next section with respect toFIGS. 6 and 29) do not have to rotate with at least a portion of theshaft 64, and in actuality typically remain substantially fixed relativeto the non-rotating portions of the jet engine 58.

The embodiments of the hybrid propulsive engine 100 as described withrespect to FIGS. 5, 9, and 28, as well as other locations in thisdisclosure, that can be used in combination, or any alternative, with touse the at least one torque conversion mechanism 107 to at leastpartially power the at least one compressor rotor 120. There are anumber of embodiments of the hybrid propulsive engine 100 in which theat least one torque conversion mechanism can be used to at leastpartially power the at least one independently rotatable compressorrotor 120.

As such, with certain embodiments of the hybrid propulsive engine 100,certain of the at least one independently rotatable compressor rotor 120can be driven via the shaft from at least some of the turbine rotors ofthe turbine section, while certain of the turbine rotors can be drivento rotate independently from the rotation of the shaft 64. For instance,certain of the independently rotatable compressor rotors 120 such asthose included in the high-pressure compressor stages (e.g., closer tothe combustion chamber of FIG. 16), may be configured to rotate with theshaft; while with other of the independently rotatable compressor rotors120 such as those included in the low-pressure compressor stages (e.g.,further from the combustion chamber of FIG. 16), may be configured torotate independently from the shaft such as to be driven by the at leastone torque conversion mechanism. The selection of which compressorstages are configured with the independently rotatable compressor rotor120, and which are configured with a shaft driven compressor rotorrepresents a design or engineering choice.

Those portions of the at least one independently rotatable compressorstators 493 that are not stationary can be driven by the at least onetorque conversion mechanism 107. The fuel applied via the combustionchamber to heat and expand the working fluid passing through the jetengine has a relatively low efficiency (typically less than 20 percent).Much of the energy from the jet engine can be converted, with increasedefficiencies, into electricity at least partially based on the at leastone energy extraction mechanism 66. Certain embodiments of the at leastone independently rotatable compressor rotors 120 can be configured toextract external energy such as from the at least one energy extractionmechanism 66, while others may not.

Certain elements of certain embodiments of the hybrid propulsion engine100 can be operationally associated with certain elements of otherhybrid propulsion engines as described with respect to FIGS. 2 and 28.For example, during flight, it may be desired to stop certain jetengines 58, and allow other engines to run, have energy extractedtherefrom using certain embodiments at least one energy extractionmechanism 66, and have the extracted energy (in the form of electricity)applied perhaps to the energy storage device 264 as well as to thetorque conversion mechanism 107. Such extracted energy can be used todrive at least one rotatable working fluid displacement engine 74 thatmay include the at least one independently rotatable compressor rotors120. Operating fewer jet engines 58 during such low-demand periods ascruise and/or descent could be expected to improve fuel mileage andefficiency of the at least one hybrid propulsive engines 100, as well aslimit wear, stress, fatigue, etc. to certain of the components of the atleast one hybrid propulsive engine. As such, certain embodiments of theat least one independently rotatable compressor rotors 120 can receivepower from one or more energy extraction mechanism 66, that may beconsidered as an aspect of power sharing as described in thisdisclosure. Similarly, each energy extraction mechanism can receivegenerated power from one or more distinct jet engines 58, as describedin this disclosure, that may be considered as another aspect of powersharing as described in this disclosure.

Additionally, certain embodiments of the at least one independentlyrotatable compressor rotors 120 can be configured to ease starting ofthe jet engine without a remote starter. Such starting or attempts tostart the jet engine may take place on the ground, or alternately mayoccur in flight. Such ease of restart can occur partially because the atleast one independently rotatable compressor rotors 120, as well asother components of the independently rotatable working fluiddisplacement engine 74, may not each require as high rotationalvelocities to restart, and the mass of at least certain ones of theindependently rotatable working fluid displacement engine 74 can beaccelerated by the at least one torque conversion mechanism 107 and notthe at least one jet engine 58, as described in this disclosure. Assuch, starting the at least one jet engine 58 may require less inertiain certain embodiments of the at least one hybrid propulsion engine 100,and as such certain embodiments of the at least one jet engines can beconfigured to start in flight in a manner assisted by the use of certainembodiments of the at least one independently rotatable compressorrotors 120.

If certain embodiments of the at least one jet engines can be moreeasily started during flight, then it is also true that they can bestopped during flight with the expectation that they can be restarted.Consider that the manner that certain hybrid automobiles increases theirfuel mileage is to turn their gas motor off during certain times ofnon-peak (torque) demand. Similarly, at least some of certainembodiments of the at least one jet engine associated with at least onehybrid propulsive engine 100 can be configured to stop during times ofless than peak demand, such as cruise and descent, and the electricitygenerated by only those operating jet engines 58 can be extracted usingcertain embodiments of the energy extraction mechanism 66. Theelectricity extracted from a particular one of the at least one jetengine 58 can be applied to the at least one energy storage device 264and/or an at least one torque conversion mechanism 107 that may, or maynot, be associated with that particular at least one jet engine, asdescribed with respect to FIGS. 45 to 50. Similarly, the electricityextracted from a particular one of the at least one jet engine 58 canultimately be used to rotate the one or more rotatable working fluiddisplacement engines 74 (configured as the at least one independentlyrotatable compressor rotors 120) that may or may not be operationallyassociated with that particular jet engine 58, as described with respectto FIGS. 45 to 50.

Powering of the different independently rotatable compressor rotors fromdifferent torque conversion mechanisms 66 (such as includes an energyextraction mechanism 66) and/or different torque conversion mechanisms(such as can each include an electric motor) can increase theprobability that the at least one hybrid propulsive engine will continueto operate

Certain embodiments of the hybrid propulsive engine 100 can provideenhanced power since the portion of the independently rotatablecompressor rotors, driven by the torque conversion mechanism 107 can becontrolled to operate at desired rotational velocities that may be moresuited to establishing desired compression of the working fluid. Insteadof each compressor rotor operating at the same rotational velocity, forexample, at least certain rotors can be selected to operate at desiredrotational velocities such as to improve efficiency. With certainembodiments of the at least one hybrid propulsive engine 100, one ormore of the compressor rotors can be rotatably driven independently fromrotation of the jet engine to provide at least one hybrid propulsiveengine with increased efficiencies. Those portions of the at least oneindependently rotatable compressor rotor 120 that are not driven by thejet engine directly from the shaft (and the rotatable turbine element)are driven by the at least one torque conversion mechanism 107, whichdoes not have as limited of an energy efficiency as conventional jetengines (e.g., Brayton cycle).

Much of the energy from the jet engine can be converted, with increasedefficiencies, into electricity at least partially based on the operationof the at least one energy extraction mechanism 66 driving theindependently operable independently rotatable compressor rotors. Byallowing at least some of the independently rotatable compressor rotorsto be independently controllable, such independently rotatablecompressor rotors don't have to be driven at such high rotationalvelocities when the jet engine is in a period of relatively low demand(such as when descending, taxiing, or in cruise). Such use of energyduring a latter period of relatively high demand from a period ofrelatively low demand may be viewed as a regenerative operation of theat least one hybrid propulsive engine 100. Additionally, during suchperiods when the at least one torque conversion mechanism 107 of FIG. 9is at least partially driving at least some of the at least oneindependently rotatable compressor rotors, such driving force does nothave to be supplied by the at least one jet engine 58 to drive the atleast one independently rotatable compressor rotors. As such, the forceapplied from the jet engine to drive the independently rotatablecompressor rotors can be correspondingly decreased. Such decreasing theforce applied to accelerate the at least one of the independentlyrotatable compressor rotor to a particular rotational velocity can havethe effect of allowing for quicker acceleration, or spooling rate, ofthe independently rotatable compressor rotor as well as other portionsof the jet engine. Such increased spooling rate can, in certaininstances, allow the aircraft to climb quicker, and perhaps climb out ofa dangerous or routine situation quicker (and likely more efficiently).

During cruise, for example, certain of the compressor rotors can beconfigured to operate as at least one independently rotatable compressorrotors, and less effort can be used to rotate the at least one shaft 64driving the remaining shaft driven compressor rotors.

Certain embodiments of the independently rotatable compressor rotors 120can therefore be configured to rotate in the same direction, the reversedirection, or remain fixed relative to the compressor rotatable element103 as driven by the shaft. The compressive effect of the compressorsection therefore is a function of the relative rotation of theindependently rotatable compressor rotors. As such, certain compressiveeffects can be achieved even if the shaft is rotating at considerablyslower rotatable velocities than with certain conventional compressors.

Certain embodiments of the independently rotatable compressor rotors 120can provide for enhanced efficiency, since the independently rotatablecompressor rotors 120 can be driven by the torque conversion mechanism107 and rely on regenerative energy, retrieval of energy from low demandperiods to high demand periods, as well as other energy efficiencytechniques. Additionally, there may be a relative rotational velocitybetween the shaft rotatable compressor rotors and the independentlyrotatable compressor rotors 120, for one or more stages, that canprovide for increased efficiency. Such efficient power settings betweenthe shaft rotatable compressor rotors and the independently rotatablecompressor rotors 120 can be determined computationally based onrelative rotational velocities, or empirically such as by setting up atest stand for the hybrid propulsive engine.

Certain embodiments of the at least one propulsive engine 100 can beconfigured to drive the compressor rotatable elements of one or morecompressor stages 119, as described with respect to FIGS. 16 and/or 28.As such, instead of the torque conversion mechanism 107 powering one ormore of the at least one independently rotatable compressor rotors 120as described with respect to FIG. 9, this disclosure can also provides avariety of hybrid propulsive engines 100 in which a variety ofembodiments of the jet engine 58 can be individually controlled withrespect to a variety of embodiments of the at least one independentlyrotatable compressor rotors 120.

Certain embodiments of the independently rotatable compressor rotors 120as driven by the torque conversion mechanism can utilize controlling thepolarity in a manner as to provide a clutch function, a brake function,or a locking-in-place function by the appropriate control of thepolarity of the torque conversion mechanism. The control of rotationalvelocities, modes, and directions of torque conversion mechanisms ingeneral is well understood, and the application of such braking orlocking-in-place functions of the independently rotatable compressorrotors 120 of FIG. 9 could provide for useful operations.

With certain embodiments of the hybrid propulsion engine 100, at least aportion of the at least one independently rotatable compressor rotors120 can thereby be powered at least partially using the at least onetorque conversion mechanism 107. Certain embodiment so they hybridpropulsive engine 100 in which the at least one torque conversionmechanism 107 is used to at least partially powered the at least oneindependently rotatable compressor rotors 120 may allow fuel-efficientoperation, as well as operation which may continue, even if the shaft aswell as the turbine rotatable elements, for any reason, cease operation.

7. HYBRID PROPULSIVE ENGINE INCLUDING INDEPENDENTLY ROTATABLE COMPRESSORSTATORS

This disclosure now describes a number of embodiments of the at leastone rotatable working fluid displacement engines 74 configured to rotatethe at least one independently rotatable compressor stator 493 asdescribed with respect to FIGS. 6, 10 and 29. As such, within thisdisclosure, the term “independently rotatable compressor stator” can beconfigured as an independently rotatable device, such as may rotate at adesired rotational velocity relative to a particular at least onecompressor rotor. Certain embodiments of the hybrid propulsive engine100 can be configured such that the at least one torque conversionmechanism 107 is used to at least partially power at least one of the atleast one rotatable working fluid displacement engines 74 configuredparticularly as the at least one independently rotatable compressorstator 493 (as described, particularly with respect to FIGS. 6, 10, and29, as well as other locations in this disclosure). Such independentdriving of certain embodiments of the independently rotatable compressorstator can, depending on context, be in either direction as well as somecontrollable rotational velocity, such as can be provided by certainembodiments of the torque conversion mechanism 107 (e.g., the electricmotor) as described with respect to FIG. 2, and other locations in thisdisclosure.

Certain embodiments of the at least one independently rotatablecompressor stator 493 are described, particularly with respect to FIGS.6, 10, and 29, as well as other locations in this disclosure. Certainembodiments of the hybrid propulsive engine 100 are configured such thatthe at least one torque conversion mechanism 107 is used to at leastpartially power the at least one independently rotatable compressorstator 493 in a manner that can allow for independent operation androtation from the shaft 64 shown in FIGS. 12 to 16, as well as the atleast one turbine rotors 130. This can allow for start-up of, continuedoperation of, as well as increased acceleration of the at least someindependently rotatable compressor stators 493 under the power of the atleast one torque conversion mechanism even if the jet engine 58 becomesinoperable, or is shutdown. Certain of such embodiments of the hybridpropulsive engine 100 can provide for improved operationalinefficiencies since of rotational velocity and thrust provided by theat least one independently rotatable compressor stator 493 can be variedin certain embodiments relative to the jet engine.

The embodiments of the hybrid propulsive engine 100 as described withrespect to FIGS. 6, 10, and 29, as well as other locations in thisdisclosure, can be used in combination, or any alternative, with the atleast one torque conversion mechanism 107 using the at least one torqueconversion mechanism to at least partially power the at least oneindependently rotatable compressor stator 493. There are a number ofembodiments of the hybrid propulsive engine 100 in which the at leastone torque conversion mechanism can be used to at least partially powerthe independently rotatable compressor stator 493.

Certain embodiments of the at least one independently rotatablecompressor stator 493 can utilize a clutch mechanism (not shown) suchthat, when the clutch is secured, the independently rotatable compressorstators 493 are rotatably secured to be stationary, and remainstationary therewith when acting as a conventional compressor stator.Alternatively, the clutch of the at least one independently rotatablecompressor stator 493 can be released or loosened from being stationarysuch that it can be driven by a variety of embodiments of the torqueconversion mechanism 107, as described with respect to FIG. 10. It islikely that only certain of the compressor stators within a compressorsection will be configured as the at least one independently rotatablecompressor stator 493 to be driven by the at least one torque conversionmechanism 107; while other compressor stators will be configured asconventional stators to be stationary such as to remain static relativeto the housing of the hybrid propulsive engine 100. As such, perhaps incertain embodiments of the hybrid propulsive engine 100, the lowpressure (e.g., those furthest from the combustion chamber of FIG. 16)embodiments of the compressor stator may be configured as at least oneindependently rotatable compressor stator 493, while high pressure(e.g., those closest to the combustion chamber of FIG. 16) compressorstator may be configured as stationary; or vice versa.

With certain embodiments of the hybrid propulsive engine 100, one ormore of the independently rotatable compressor stator 493 can berotatably driven independently from a stationary location of the jetengine. Such independence of rotation of the at least one independentlyrotatable compressor stator 493 can lead to such aspects as increasingefficiency, improving a variety of safety-related aspects such asreducing spooling rate, as well as allowing for increased overall power(either for a brief period or over a long period).

With certain embodiments of the at least one hybrid propulsive engine100, one or more of the independently rotatable compressor stator 493can be rotatably driven independently from a fixed location of the jetengine, such as in the opposite direction of rotation as the compressorrotor 120 as described with respect to FIG. 29. Having the independentlyrotatable compressor stator 493 being rotatably driven in the oppositedirection of rotation as the compressor rotor 120, relative rotationtherebetween equals the sum of the two rotational velocities. As such,certain embodiments of the independently rotatable compressor stator 493can result in providing a relative rotational velocity between theindependently rotatable compressor stator 493 and the at least onecompressor rotor 120 while the at least one compressor rotor can operateat a considerably reduced rotational velocity. By driving the at leastone compressor rotor 120 at a considerably reduced rotational velocity,the forces and energy to rotate the compressor rotor (as well as theassociated shaft 64 and/or turbine rotational elements as described withrespect to FIG. 16) can additionally be reduced. By driving the at leastone compressor rotor 120 at a considerably reduced rotational velocity,the stresses and fatigues being applied to the compressor rotor (as wellas the associated shaft 64 and/or turbine rotational elements asdescribed with respect to FIG. 16) can be limited and the possibility offailure of such components can be limited. Those portions of the atleast one independently rotatable compressor stators 493 that are notdriven by the jet engine directly from the shaft (and the rotatableturbine element) are driven by the at least one torque conversionmechanism 107. The fuel applied via the combustion chamber to heat andexpand the working fluid passing through the jet engine has a relativelylow efficiency (typically less than 20 percent). Much of the energy fromthe jet engine can be converted, with increased efficiencies, intoelectricity at least partially based on the at least one energyextraction mechanism 66. Certain embodiments of the at least oneindependently rotatable compressor stators 493 can be configured toextract external energy such as from the at least one energy extractionmechanism 66, while others may not.

Certain elements of certain embodiments of the hybrid propulsion engine100 can be operationally associated with certain elements of otherhybrid propulsion engines as described with respect to FIGS. 2 and 29.For example, during flight, it may be desired to stop certain jetengines 58, and allow other engines to run, have energy extractedtherefrom using certain embodiments at least one energy extractionmechanism 66, and have the extracted energy (in the form of electricity)applied perhaps to the energy storage device 264 as well as to thetorque conversion mechanism 107. Such extracted energy can be used todrive at least one rotatable working fluid displacement engine 74 thatmay include the at least one independently rotatable compressor stators493. Operating fewer jet engines 58 during such low-demand periods ascruise and/or descent could be expected to improve fuel mileage andefficiency of the at least one hybrid propulsive engines 100, as well aslimit wear, stress, fatigue, etc. to certain of the components of the atleast one hybrid propulsive engine. As such, certain embodiments of theat least one independently rotatable compressor stators 493 can receivepower from one or more energy extraction mechanism 66, that may beconsidered as an aspect of power sharing as described in thisdisclosure. Similarly, each energy extraction mechanism can receivegenerated power from one or more distinct jet engines 58, as describedin this disclosure, that may be considered as another aspect of powersharing as described in this disclosure.

Additionally, certain embodiments of the at least one independentlyrotatable compressor stators 493 can be configured to ease starting ofthe jet engine without a remote starter. Such starting or attempts tostart the jet engine may take place on the ground, or alternately mayoccur in flight. Such ease of restart can occur partially because the atleast one independently rotatable compressor stators 493, as well asother components of the independently rotatable working fluiddisplacement engine 74, may not each require as high rotationalvelocities to restart, and the mass of at least certain ones of theindependently rotatable working fluid displacement engine 74 can beaccelerated by the at least one torque conversion mechanism 107 and notthe at least one jet engine 58, as described in this disclosure. Assuch, starting the at least one jet engine 58 may require less inertiain certain embodiments of the at least one hybrid propulsion engine 100,and as such certain embodiments of the at least one jet engines can beconfigured to start in flight in a manner assisted by the use of certainembodiments of the at least one independently rotatable compressorstators 493.

If certain embodiments of the at least one jet engines can be moreeasily started during flight, then it is also true that they can bestopped during flight with the expectation that they can be restarted.Consider that the manner that certain hybrid automobiles increases theirfuel mileage is to turn their gas motor off during certain times ofnon-peak (torque) demand. Similarly, at least some of certainembodiments of the at least one jet engine associated with at least onehybrid propulsive engine 100 can be configured to stop during times ofless than peak demand, such as cruise and descent, and the electricitygenerated by only those operating jet engines 58 can be extracted usingcertain embodiments of the energy extraction mechanism 66. Theelectricity extracted from a particular one of the at least one jetengine 58 can be applied to the at least one energy storage device 264and/or an at least one torque conversion mechanism 107 that may, or maynot, be associated with that particular at least one jet engine, asdescribed with respect to FIGS. 45 to 50. Similarly, the electricityextracted from a particular one of the at least one jet engine 58 canultimately be used to rotate the one or more rotatable working fluiddisplacement engines 74 (configured as the at least one independentlyrotatable compressor stators 493) that may or may not be operationallyassociated with that particular jet engine 58, as described with respectto FIGS. 45 to 50.

With certain embodiments of the at least one hybrid propulsive engine100, one or more of the at least one independently rotatable compressorstator 493 can be rotatably driven. Those portions of the at least oneindependently rotatable compressor stator 493 that are not driven by thejet engine directly from the shaft (and the rotatable turbine element)can therefore be driven by the at least one torque conversion mechanism107. As such, portions of the compressor section corresponding to the atleast one independently rotatable compressor stator 493 can continue tooperate even while other portions that are driven by the turbinerotatable elements do not. Such powering of independently rotatablecompressor stator 493 from different torque conversion mechanisms 66(such as includes an energy extraction mechanism 66) and/or differenttorque conversion mechanisms (such as can each include an electricmotor) can increase the safety of the at least one hybrid propulsiveengine. The fuel applied via the combustion chamber to heat and expandthe working fluid passing through the jet engine has a relatively lowefficiency (typically less than 20 percent). Much of the energy from thejet engine can be converted, with increased efficiencies, intoelectricity at least partially based on the at least one energyextraction mechanism 66.

Certain embodiments of the at least one independently rotatablecompressor stator 493 can therefore be configured to rotate in the samedirection, the reverse direction, or remain fixed relative to thecompressor rotor 120 as driven by the shaft. The compressive effect ofthe compressor section therefore is a function of the relative rotationof the independently rotatable compressor stator 493 relative to thecompressor rotor 120. As such, the compressive effect based can beachieved even if the shaft is rotating at considerably slower rotatablevelocities than with certain conventional compressors.

For example, instead of the compressor rotatable element 103 that ispositioned relive to a (stationary) compressor stator, in which thecompressor rotatable element has to operate at N rpm (N is an integer,for example, 1800 RPM). By comparison, those embodiments of the at leastone hybrid propulsive engine 100 that include at least one stageincluding the compressor rotor 120 and the independently rotatablecompressor stator 493 can instead have relative rotation provided by therelative rotational rate between the independently rotatable compressorstator 493 and/or the at least one compressor rotor 120. For instance,to achieve a relative rotation of 1800 RPM, the compressor rotor couldrotate at a rotational velocity of 900 RPM, while the adjacentindependently rotatable compressor stator 493 can rotate at a rotationalvelocity of 900 RPM in the reversed direction. Such counter-rotation ofthe compressor rotor 120 (as driven by the shaft from the turbine)relative to the independently rotatable compressor stator 493 (as drivenby the torque conversion mechanism) can provide an output rotation of1800 RPM, while maintaining the pressure of the compressed working fluidapplied from the compressor section. As such, the use of certainembodiments of the at least one independently rotatable compressorstator 493 can provide for a decreased rotational velocity of the atleast one compressor rotor 120, while allowing for similar rotationalvelocities therebetween, and similar compression of the working fluid.

Certain embodiments of the intrastage compressor rotatable elements canprovide for enhanced efficiency, since the independently rotatablecompressor stator 493 can be driven by the torque conversion mechanism107 and rely on regenerative energy, retrieval of energy from low demandperiods to high demand periods, as well as other energy efficiencytechniques. Additionally, there may be a relative rotational velocitybetween the compressor rotors 120 and the independently rotatablecompressor stator 493, for one or more stages that can provide forincreased efficiency. Such efficient power settings between thecompressor rotors 120 and the independently rotatable compressor stator493 can be determined computationally based on relative rotationalvelocities, or empirically such as by setting up a test stand for thehybrid propulsive engine 100.

By allowing the rotational velocity of the compressor rotor 120 to bedriven more slowly (due to the controllably counter-rotatingindependently rotatable compressor stator 493), the shaft can be drivenat a slower rotational velocity. As such, the amount of associatedcomponents can operate at a reduced rotational velocity, resulting inless noise being provided, and limiting the force, stress, and fatigueapplied to the rotating components as a result of the lower rotationalvelocity components of the associated rotatable compressor element.There have been instances of rotational turbine and compressorcomponents fracturing during operation, and it could be expected thatoperating the shaft and the associated compressor rotating elements atslower rotational velocities could limit such damage, and perhaps extendthe operating lifetimes of these rotatable compressor elements, and theassociated structures.

Certain embodiments of the independently rotatable compressor stator 493can be independently powered and controlled from the torque conversionmechanism 107. As such, certain of the independently rotatablecompressor stator 493 can accelerate and spool quite quickly. Suchindependent operation of the independently rotatable compressor stator493 can also allow the compressor rotatable elements to achieve itsoperating rotational velocities relatively quickly, since the rotationalvelocities of the compressor rotors 120 may be slower than that of thecomparable conventional compressor rotors (e.g., 900 RPM as comparedwith 1800 RPM for a relative rotational velocity as with conventionalcompressor rotatable elements).

As described with respect to FIG. 29, certain embodiments of the atleast one hybrid propulsive engine 100 may therefore be configured toprovide independent operation of the at least one independentlyrotatable compressor stator 493 relative to the at least one turbinerotatable element. As such, certain embodiments of at least certain onesof the at least one independently rotatable compressor stator 493 can berotatably rotated at least partially using the torque conversionmechanism 107.

Certain embodiments of the at least one propulsive engine 100 can beconfigured to drive the compressor rotatable elements of one or morecompressor stages 119, as described with respect to FIGS. 6, 10, 16,and/or 29. As such, this disclosure can also describe a variety ofhybrid propulsive engines 100, certain of which are described in blockform with respect to FIG. 10, in which a variety of embodiments of thejet engine 58 can be individually controlled with respect to a varietyof embodiments of the at least one independently rotatable compressorstator 493. With various embodiments of the hybrid propulsive engine100, such powering of the at least one independently rotatablecompressor stator 493 using the at least one torque conversion mechanismcan be performed at various durations or flight conditions in thealternative, in combination, or distinct from each other.

Certain embodiments of the at least one independently rotatablecompressor stator 493 can be configured to rotate at a particularrotational velocity rate since they are driven by the at least onetorque conversion mechanism. A sensor, indicator, and/or controller canbe provided to monitor and/or control the rotational velocity of the atleast one independently rotatable compressor stator 493. If the actualrotational velocity of certain embodiments of the at least oneindependently rotatable compressor stator 493 varies from a desired orset rotational velocity by some amount, the torque conversion mechanismcan be actuated to suitably adjust the rotational velocity.

Certain embodiments of the independently rotatable compressor stator 493as driven by the torque conversion mechanism can utilize controlling thepolarity in a manner as to provide a clutch function, a brake function,or a locking-in-place function by the appropriate control of thepolarity of the torque conversion mechanism. The control of rotationalvelocities, modes, and directions of torque conversion mechanisms ingeneral is well understood, and the application of such braking orlocking-in-place functions of the independently rotatable compressorstator 493 of FIGS. 10 and 29.

Certain embodiments of the at least one rotatable working fluiddisplacement engine 74 of FIG. 2 can involve the clutch mechanism 372(such as described with respect to FIGS. 32 and 33) that can beconfigured to adjust a ratio between a jet engine power provided to theat least one rotatable working fluid displacement engine 74 from the atleast one jet engine as compared with a torque conversion mechanismpower provided to the at least one rotatable working fluid displacementengine 74 from the at least one torque conversion mechanism. Such clutchmechanisms 372 can be applied to such embodiments of the rotatableworking fluid displacement engine 74 as the independently rotatablepropeller/fan engine 62 of FIG. 8, the independently rotatable rotatablecompressor rotor 120 of FIG. 9, the independently rotatable compressorstator 493 of FIG. 10, and the independently rotatable compressor stator477 of FIG. 11.

With certain embodiments of the hybrid propulsion engine 100, at least aportion of the at least one independently rotatable compressor stator493 can thereby be powered at least partially using the at least onetorque conversion mechanism 107. Certain embodiment so they hybridpropulsive engine 100 in which the at least one torque conversionmechanism 107 is used to at least partially powered the at least oneindependently rotatable compressor stator 493 may allow for relativelyfuel-efficient operation, as well as operation which may continue, evenif the shaft as well as the turbine rotatable elements, for any reason,ceases operation.

8. HYBRID PROPULSIVE ENGINE INCLUDING INDEPENDENTLY ROTATABLE TURBINESTATORS

This disclosure now describes a number of embodiments of the at leastone rotatable working fluid displacement engines 74 configured to rotateat least one independently rotatable turbine stator 477, as describedwith respect to FIGS. 7, 11 and 22. Conventional turbine stators, asdescribed with respect to FIG. 18, typically remain stationary relativeto the casing of the jet engine 58. By comparison, the at least oneindependently rotatable turbine stator 477 can be rotatably driven bythe torque conversion mechanism at a controllable rotational velocity,or at a relative velocity relative to an at least one turbine rotor, asdescribed with respect to FIG. 17. Such independent driving of certainembodiments of the independently rotatable turbine stator 477 can,depending on context, be in either direction as well as somecontrollable rotational velocity, such as can be provided by certainembodiments of the torque conversion mechanism 107 (e.g., the electricmotor) as described with respect to FIG. 2, and other locations in thisdisclosure.

As such, within this disclosure, the term “independently rotatableturbine stator” can be configured as an independently rotatable device,such as may rotate at a desired rotational velocity relative to theparticular turbine rotor. Certain embodiments of the hybrid propulsiveengine 100 are configured such that the at least one torque conversionmechanism 107 is used to at least partially power at least one of the atleast one rotatable working fluid displacement engines 74 configuredparticularly as the at least one independently rotatable turbine stator477 (as described, particularly with respect to FIGS. 7, 11, and 22, aswell as other locations in this disclosure).

Certain embodiments of the at least one independently rotatable turbinestator 477, as described, particularly with respect to FIGS. 7, 11 and22, as well as other locations in this disclosure) are configured suchthat the at least one torque conversion mechanism 107 is used to atleast partially power the at least one independently rotatable turbinestator 477. Such powering of the at least one independently rotatableturbine stator 477 can be performed in a manner that can allow forindependent operation and rotation from the shaft 64 shown in FIGS. 12to 16, as well as the at least one turbine rotors 130.

This allows for start-up of, continued operation of, as well asincreased acceleration of the at least some independently rotatableturbine stators 477 under the power of the at least one torqueconversion mechanism even if the jet engine 58 becomes inoperable, or isshutdown. Certain of such embodiments of the hybrid propulsive engine100 can provide for improved operational inefficiencies since ofrotational velocity and thrust provided by the at least oneindependently rotatable turbine stator 477 can be varied in certainembodiments relative to the jet engine.

The embodiments of the hybrid propulsive engine 100 as described withrespect to FIGS. 7, 11 and 22, as well as other locations in thisdisclosure, can be used in combination, or any alternative, with the atleast one torque conversion mechanism 107 using the at least one torqueconversion mechanism to at least partially power the at least oneindependently rotatable turbine stator 477. There are a number ofembodiments of the hybrid propulsive engine 100 in which the at leastone torque conversion mechanism can be used to at least partially powerthe independently rotatable turbine stator 477.

Certain embodiments of the at least one independently rotatable turbinestator 477 can utilize a clutch mechanism (not shown) such that, whenthe clutch is secured, the at least one independently rotatable turbinestator 477 are rotatably secured to be stationary, and remain stationarytherewith when acting as a conventional turbine stator. Alternatively,the clutch of the at least one independently rotatable turbine stator477 can be released or loosened from being stationary such that it canbe driven by a variety of embodiments of the torque conversion mechanism107, as described with respect to FIG. 11. It is likely that onlycertain of the turbine stators within a turbine section will beconfigured as the at least one independently rotatable turbine stator477 to be driven by the at least one torque conversion mechanism 107;while other turbine stators will be configured as conventional statorsto be stationary such as to remain static relative to the housing of thehybrid propulsive engine 100. As such, perhaps in certain embodiments ofthe hybrid propulsive engine 100, the low pressure (e.g., those furthestfrom the combustion chamber of FIG. 16) embodiments of the turbinestator may be configured as at least one independently rotatable turbinestator 477, while high pressure (e.g., those closest to the combustionchamber of FIG. 16) turbine stator may be configured as stationary; orvice versa.

With certain embodiments of the hybrid propulsive engine 100, one ormore of the independently rotatable turbine stator 477 can be rotatablydriven independently from a stationary location of the jet engine. Suchindependence of rotation of the at least one independently rotatableturbine stator 477 can lead to such aspects as increasing efficiency,improving a variety of safety-related aspects such as reducing spoolingrate, as well as allowing for increased overall power (either for abrief period or over a long period).

With certain embodiments of the at least one hybrid propulsive engine100, one or more of the independently rotatable turbine stator 477 canbe rotatably driven independently from a fixed location of the jetengine, such as in the opposite direction of rotation as the turbinerotor 130 as described with respect to FIG. 30. Having the independentlyrotatable turbine stator 477 being rotatably driven in the oppositedirection of rotation as the turbine rotor 130, can provide for arelative rotation therebetween that equals the sum of the two rotationalvelocities. Since the at least one turbine rotor 130 rotates at leastpartially as a result of the working fluid passing through the turbinesection (i.e., it is not driven by a shaft like a conventionalcompressor rotor), in many situations, it may be appropriate to controlthe rotational velocity of the at least one independently rotatableturbine stator 477.

In those embodiments of the turbine rotor that are connected by shaft tothe independently rotatable compressor stator 493, as described withrespect to FIG. 29, the rotational velocity of the compressor rotor 120can be limited as described above. Since the compressor rotor 120 isoften rotating at a slower angular velocity than with many conventionaljet engines, the turbine rotor as described with respect to FIG. 17 canbe driven correspondingly slower. By driving the at least one turbinerotor 130 at a considerably reduced rotational velocity, the forces andenergy to rotate the turbine rotor (as well as the associated shaft 64and/or turbine rotational elements as described with respect to FIG. 16)can additionally be reduced. By driving the at least one turbine rotor130 at a considerably reduced rotational velocity, the stresses andfatigues being applied to the turbine rotor (as well as the associatedshaft 64 and/or turbine rotational elements as described with respect toFIG. 16) can be limited and the possibility of failure of suchcomponents can be limited. Also, increased fuel efficiency can resultsince the at least one turbine rotor is being driven at lower rotationalvelocities. Those portions of the at least one independently rotatableturbine stators 477 that are not driven by the jet engine directly fromthe shaft (and the rotatable turbine element) are driven by the at leastone torque conversion mechanism 107. The fuel applied via the combustionchamber to heat and expand the working fluid passing through the jetengine results in a relatively low efficiency (typically less than 20percent). Much of the energy from the jet engine can be converted, withincreased efficiencies, into electricity at least partially based on theat least one energy extraction mechanism 66. Certain embodiments of theat least one independently rotatable turbine stator 477 can beconfigured to extract external energy such as from the at least oneenergy extraction mechanism 66, while others may not.

Certain elements of certain embodiments of the hybrid propulsion engine100 can be operationally associated with certain elements of otherhybrid propulsion engines as described with respect to FIGS. 2 and 22.For example, during flight, it may be desired to stop certain jetengines 58, and allow other engines to run, have energy extractedtherefrom using certain embodiments at least one energy extractionmechanism 66, and have the extracted energy (in the form of electricity)applied perhaps to the energy storage device 264 as well as to thetorque conversion mechanism 107. Such extracted energy can be used todrive at least one rotatable working fluid displacement engine 74 thatmay include the at least one independently rotatable turbine stator 477.Operating fewer jet engines 58 during such low-demand periods as cruiseand/or descent could be expected to improve fuel mileage and efficiencyof the at least one hybrid propulsive engines 100, as well as limitwear, stress, fatigue, etc. to certain of the components of the at leastone hybrid propulsive engine. As such, certain embodiments of the atleast one independently rotatable turbine stator 477 can receive powerfrom one or more energy extraction mechanism 66, that may be consideredas an aspect of power sharing as described in this disclosure.Similarly, each energy extraction mechanism can receive generated powerfrom one or more distinct jet engines 58, as described in thisdisclosure, may be considered as another aspect of power sharing asdescribed in this disclosure.

Additionally, certain embodiments of the at least one independentlyrotatable turbine stator 477 can be configured to ease starting of thejet engine without a remote starter. Such starting or attempts to startthe jet engine may take place on the ground, or alternately may occur inflight. Such ease of restart can occur partially because the at leastone independently rotatable turbine stator 477, as well as othercomponents of the independently rotatable working fluid displacementengine 74, may not each require as high rotational velocities torestart, and the mass of at least certain ones of the independentlyrotatable working fluid displacement engine 74 can be accelerated by theat least one torque conversion mechanism 107 and not the at least onejet engine 58, as described in this disclosure. As such, starting the atleast one jet engine 58 may require less inertia in certain embodimentsof the at least one hybrid propulsion engine 100, and as such certainembodiments of the at least one jet engines can be configured to startin flight in a manner assisted by the use of certain embodiments of theat least one independently rotatable turbine stator 477.

If certain embodiments of the at least one jet engines can be moreeasily started during flight, then it is also true that they can bestopped during flight with the expectation that they can be restarted.Consider that the manner in which certain hybrid automobiles increasetheir fuel mileage is to turn their gas motor off during certain timesof non-peak (torque) demand. Similarly, at least some of certainembodiments of the at least one jet engine associated with at least onehybrid propulsive engine 100 can be configured to stop during times ofless than peak demand, such as cruise and descent, and the electricitygenerated by only those operating jet engines 58 can be extracted usingcertain embodiments of the energy extraction mechanism 66. Theelectricity extracted from a particular one of the at least one jetengine 58 can be applied to the at least one energy storage device 264and/or an at least one torque conversion mechanism 107 that may, or maynot, be associated with that particular at least one jet engine, asdescribed with respect to FIGS. 45 to 50. Similarly, the electricityextracted from a particular one of the at least one jet engine 58 canultimately be used to rotate the one or more rotatable working fluiddisplacement engines 74 (configured as the at least one independentlyrotatable turbine stator 477) that may or may not be operationallyassociated with that particular jet engine 58, as described with respectto FIGS. 45 to 50.

With certain embodiments of the at least one hybrid propulsive engine100, one or more of the at least one independently rotatable turbinestator 477 can be rotatably driven. Those portions of the at least oneindependently rotatable turbine stator 477 that are not driven by thejet engine directly from the shaft (and the rotatable turbine element)can therefore be driven by the at least one torque conversion mechanism107. As such, portions of the turbine section corresponding to the atleast one independently rotatable turbine stator 477 can continue tooperate even while other portions that are driven by the turbinerotatable elements do not. Such powering of independently rotatableturbine stator 477 from different torque conversion mechanisms 66 (suchas includes an energy extraction mechanism 66) and/or different torqueconversion mechanisms (such as can each include an electric motor) canincrease the safety of the at least one hybrid propulsive engine. Thefuel applied via the combustion chamber to heat and expand the workingfluid passing through the jet engine has a relatively low efficiency(typically less than 20 percent). Much of the energy from the jet enginecan be converted, with increased efficiencies, into electricity at leastpartially based on the at least one energy extraction mechanism 66.

In certain embodiments, instead of the turbine rotor 130 beingpositioned proximate to, and rotating relative to, a (stationary)turbine stator, the turbine rotor is configured to operate at N rpm (Nis an integer, for example, 1800 RPM). By comparison, those embodimentsof the at least one hybrid propulsive engine 100 in which at least oneturbine stage (including the turbine rotor 130 and the independentlyrotatable turbine stator 477) can instead have relative rotationprovided by the relative rotational rate between the independentlyrotatable turbine stator 477 and/or the at least one turbine rotor 130.For instance, to achieve a relative rotation of 1800 RPM, the turbinerotor could rotate at a rotational velocity of 900 RPM, while theadjacent independently rotatable turbine stator 477 can rotate at arotational velocity of 900 RPM in the reversed direction. Suchcounter-rotation of the turbine rotor 130 (as driven by the workingfluid passing through the turbine section) relative to the independentlyrotatable turbine stator 477 (as can be driven by the torque conversionmechanism) can thereby provide an output relative rotation of N RPM,while maintaining the pressure of the compressed working fluid appliedfrom the turbine section.

Certain embodiments of the intrastage turbine rotatable elements canprovide for enhanced efficiency, since the independently rotatableturbine stator 477 can be driven by the torque conversion mechanism 107and rely on regenerative energy, retrieval of energy from low demandperiods to high demand periods, as well as other energy efficiencytechniques. Additionally, there may be a relative rotational velocitybetween the turbine rotors 130 and the independently rotatable turbinestator 477, for one or more stages that can provide for increasedefficiency. Such efficient power settings between the turbine rotors 130and the independently rotatable turbine stator 477 can be determinedcomputationally based on relative rotational velocities, or empiricallysuch as by setting up a test stand for the hybrid propulsive engine 100.

By allowing the rotational velocity of the turbine rotor 130 to bedriven more slowly (due to the controllably counter-rotatingindependently rotatable turbine stator 477), the shaft can be driven ata slower rotational velocity. As such, the amount of associatedcomponents can operate at a reduced rotational velocity, resulting inless noise being provided, and limiting the force, stress, and fatigueapplied to the rotating components as a result of the lower rotationalvelocity components of the associated rotatable turbine element. Whilecertain embodiments of the independently rotatable turbine stator 477are configured to counter-rotate relative to the turbine rotor 130, itis envisioned that there are situations that the turbine rotor may beoperated in the same direction as the independently rotatable turbinestator 477. Determination of a particular relative rotational velocitiesbetween the at least one independently rotatable turbine stator 477 andthe at least one turbine rotor 130 for a particular operation may bedetermined empirically, impirically, or a combination thereof. Therehave been instances of rotational turbine and turbine componentsfracturing during operation, and it could be expected that operating theshaft and the associated turbine rotating elements at slower rotationalvelocities could limit such damage, and perhaps extend the operatinglifetimes of these rotatable turbine elements, and the associatedstructures.

Certain embodiments of the independently rotatable turbine stator 477can be independently powered and controlled from the torque conversionmechanism 107. As such, certain of the independently rotatable turbinestator 477 can accelerate and spool quite quickly. Rotation of theindependently rotatable turbine stator 477 in a particular directionwhen starting the jet engine can assist in starting the jet engine 58.Such independent operation of certain embodiments of the independentlyrotatable turbine stator 477 can allow the turbine rotors to achievetheir operating rotational velocities relatively quickly. The rotationalvelocities of the turbine rotors 130 may in certain instances be slowerthan that of the comparable conventional turbine rotors (e.g., 900 RPMas compared with 1800 RPM for a relative rotational velocity as withconventional turbine rotatable elements). Certain embodiments of the atleast one independently rotatable turbine stator 477 can be configuredto rotate at a particular rotational velocity rate since they are drivenby the at least one torque conversion mechanism. A sensor, indicator,and/or controller can be provided to monitor and/or control therotational velocity of the at least one independently rotatable turbinestator 477. If the actual rotational velocity of certain embodiments ofthe at least one independently rotatable turbine stator 477 varies froma desired or set rotational velocity by some amount, the torqueconversion mechanism can be actuated to suitably adjust the rotationalvelocity.

As described with respect to FIG. 22, certain embodiments of the atleast one hybrid propulsive engine 100 may therefore be configured toprovide independent operation of the at least one independentlyrotatable turbine stator 477 relative to the at least one turbinerotatable element. As such, certain embodiments of at least certain onesof the at least one independently rotatable turbine stator 477 can berotated at least partially using at least one of the torque conversionmechanism 107, some of which are described with respect to FIGS. 2 and11.

Certain embodiments of the at least one propulsive engine 100 can beconfigured to drive the turbine rotatable elements of one or moreturbine stages 119, as described with respect to FIGS. 7, 11 and 22. Assuch, this disclosure can also provides a variety of hybrid propulsiveengines 100, certain of which are described in block form with respectto FIG. 11, in which a variety of embodiments of the jet engine 58 canbe individually controlled with respect to a variety of embodiments ofthe at least one independently rotatable turbine stator 477. Withvarious embodiments of the hybrid propulsive engine 100, such poweringof the at least one independently rotatable turbine stator 477 using theat least one torque conversion mechanism can be performed at variousdurations or flight conditions in the alternative, in combination, ordistinct from each other.

Certain embodiments of the independently rotatable turbine stator 477,as driven by the torque conversion mechanism, can utilize controllingthe polarity in a manner as to provide a clutch function, a brakefunction, or a locking-in-place function by the appropriate control ofthe polarity of the torque conversion mechanism. The control ofrotational velocities, modes, and directions of torque conversionmechanisms in general is well understood, and the application of suchbraking or locking-in-place functions of the independently rotatableturbine stator 477 of FIGS. 7, 11 and 22. As such, the rotationalvelocity of the at least one independently rotatable turbine stator 477,as well as that of the turbine rotor, can be precisely controlled forcertain embodiments of hybrid propulsive engines 100, as may beappropriate to establish a particular thrust being generated by the jetengine for a particular aircraft operation.

With certain embodiments of the hybrid propulsion engine 100, at least aportion of the at least one independently rotatable turbine stator 477can thereby be powered at least partially using the at least one torqueconversion mechanism 107. Certain embodiment so they hybrid propulsiveengine 100 in which the at least one torque conversion mechanism 107 isused to at least partially powered the at least one independentlyrotatable turbine stator 477 may allow for relatively fuel-efficientoperation, as well as operation which may continue, even if the shaft aswell as the turbine rotatable elements, for any reason, ceasesoperation.

9. EFFICIENCY/EMERGENCY ASPECTS OF HYBRID PROPULSIVE ENGINE

The term “hybrid” as applied to the vehicles as indicating energyefficient operations. In general, certain embodiments of jet engines 58,as with other forms of internal combustion engines, may be relativelyinefficient. Consider that the average internal combustion engine onlyconverts about 15 to 25 percent of its energy into useful motive forceat the output of the internal combustion engine (wherein the rest isexpended through heat loss, noise, etc.). Jet engines, which are a formof internal combustion engine, have similar efficiencies. Turboprops andturbofans, as mentioned in this disclosure, generally representrelatively efficient engines as compared with jet engines acting alone.Also consider that vehicles, in general, spend a considerable amount ofenergy on driveline inefficiencies, idling, stopping, improperlyinflated tires, accelerating quickly, etc. Also, consider that duringmost flights, a considerable percentage of the time much of the energyprovided by the jet engine is effectively discarded (e.g., start-up,pre-flight check, descent, taxi, certain cruise considerations, etc.Certain embodiments of the hybrid propulsive engine 100 can allow forsome percentage of the wasted energy to be used to power the torqueconversion mechanism 107 (and subsequently the at least oneindependently rotatable propeller/fan engine 62 and/or the at least oneindependently rotatable propeller/fan assembly 108).

As such, certain conventional vehicle internal combustion engine ingeneral (and conventional jet engines including conventional turbopropsand conventional turbofans in particular), may be quite inefficient, andin some cases, it may be appropriate to provide efficiency using certainembodiments of the hybrid propulsive engine 100. Certain embodiments ofthe at least one rotatable working fluid displacement engine 74 includedin the hybrid propulsive engine 100 therefore can increase overallefficiency by generating electricity that can power the at least oneindependently rotatable propeller/fan engine 62 during relatively-lowdemand portions of the at least one hybrid propulsive engine 100, suchas during taxi, efficient cruise, descent, etc. By comparison, suchoperating the at least one independently rotatable propeller/fan engine62 during periods of relatively high demand (take off, climb, certainemergency procedures) using at least some of the electricity generatedduring the relatively low demand portions of flight.

Certain embodiments of the hybrid propulsive engine controller 97 can beconfigured to determine a relatively efficient power setting between theat least one jet engine 58 and the at least one rotatable working fluiddisplacement engine 74. Certain embodiments of such power setting of theat least one hybrid propulsive engine 100 between the at least one jetengine 58 and the at least one rotatable working fluid displacementengine 74 can take into account the existence or state of certainembodiments of the at least one energy storage device 264. Bycomparison, certain embodiments of such power setting of the at leastone hybrid propulsive engine 100 between the at least one jet engine 58and the at least one rotatable working fluid displacement engine 74 mayoperate without the existence at least one energy storage device 264.

Certain embodiments of the hybrid propulsive engine 100 can thereforeprovide varied efficiencies and performances based on selectingdifferent settings of the jet engine 58 that may include the at leastone independently rotatable propeller/fan engine 62 of FIG. 8, theindependently rotatable compressor rotor 120 as described with respectto FIG. 9, the independently rotatable compressor stator 493 asdescribed with respect to FIG. 10, and the independently rotatableturbine stator 477 as described with respect to FIG. 11. As such, anumber of power, performance, and/or efficiency values can beempirically determined by, for example, testing the hybrid propulsiveengine 100 either alone or as integrated in the aircraft 75 or othervehicle 98 of FIG. 1.

Certain embodiments of the hybrid propulsive engine controller 97 canprovide a display such that a user can understand how to efficientlyoperate the hybrid propulsive engine 100. Consider, for example, thedisplay for many hybrid automobiles such as the second generation ToyotaPrius, that describe how much power is being generated by the gasengine, is being generated by the electric engine, and/or is beingprovided or consumed by the battery, as well as if either engine is notoperating at a particular instantaneous time. Similar displays thatindicate which components are providing power (e.g., similar to FIGS. 45to 50) can be provided in certain embodiments of the hybrid propulsiveengine 100 that can indicate such illustrative but not limiting aspectsas the energy being provided by or consumed by the energy storage device264 as well as the jet engine 58, and how much energy is being providedby the energy extraction mechanism. Such displays can assist the user,such as a pilot, in efficiently operating the aircraft 75 or othervehicle. FIGS. 42, 43, and 44 show an example of a display that may beprovided on a graphical user interface (GUI), LED display, LED display,heads up display, holographic display, etc.

Certain embodiments of the display can display operation as well asenergy levels of the at least one jet engine 58, the at least one torqueconversion mechanism 107, and the at least one energy extractionmechanism 66. Such displays can indicate percentage of thrust beingprovided by the jet engine, as well as rotational velocities of variousof the rotational elements of the jet engine (e.g., the turbine,compressor, and/or shaft).

Conventional technique for take-off for aircraft with conventionalturboprops or turbofans typically involve applying full power withineach of the turboprop or turbofan, as obtained from at least portions ofthe turbine (via one or more shafts). By comparison, since certainembodiments of the hybrid propulsive engine 100 can obtain power fromeach of two independently operable engines, there is some choice as towhether to apply full power during each of the two power sources. Suchoperating of the at least one jet engine 58 and/or the at least oneindependently rotatable propeller/fan engine 62 at less than full powercan be an attempt to increase efficiency of certain embodiments of thehybrid propulsive engine 100, as well as to reduce generated noise, suchas with noise sensitive airports. For instance, at relatively lowaltitudes (particularly during take-offs, landing, approaches,departures, and when operating near the ground), where propellers andfans tend to be more efficient as compared with jet engines than at highaltitudes, it may be desired to take off and/or climb with less than allthe jet engines at full power while the at least one independentlyrotatable propeller/fan assembly 258 are operating at full power.

By comparison, at relatively high altitudes, where propellers and fanstend to be less efficient as compared with jet engines, it may bedesired to take off and/or climb with all the jet engines 58 at fullpower while each of the at least one the at least one independentlyrotatable propeller/fan assembly 258 can be configured to operate atless than full power. In taking off and landing a noise sensitiveairports and regions, it may be desired to select a power setting tomaximize the power provided by the at least one torque conversionmechanism 107 to power the at least one independently rotatablepropeller/fan engine 62 while minimizing the power provided by the jetengines 58. Various settings may be provided to allow takeoff or landingwithin certain distances (either taking off or landing on the runway, ortaking off or landing over an obstacle having a particular height).

Since certain embodiments of the hybrid propulsive engine 100 can obtainpower from each of two power engines (the turbine section 104 of the jetengine 58, as well as the torque conversion mechanism 107), the choiceas to whether to apply full power during each of the two power enginescan be the pilots based, for example, on some balance between thesuggested operating manual or operating characteristics of the aircraft,as well as particular operating skills of the pilot and/or aircraftoperator. The suggested operating manual or operating characteristics ofthe aircraft can be either contained in a paper manual or database thatcan be set by the pilot or aircraft operator. Such varied operatingmanuals as generally understood and largely memorized by pilots, and/orcan be included in check-list (which may be electronic or written).

Certain of the displays can indicate energy consumption in a manner that“teaches” pilots or operators how to fly efficiently. Consider thedisplays of such hybrid automobiles as the Toyota Prius, for example,which indicates to the drivers/passengers the amount of energy consumedor provided by the torque conversion mechanism, the gas motor, and/orthe battery. For instance, with certain embodiments of the input outputinterface 811 of the hybrid propulsive engine controller 97 as describedwith respect to FIGS. 8 and 11, the pilot or aircraft operator canobserve the suggested operating parameters for each phrase of flight byselecting or indicating the current state of operation as described withrespect to FIGS. 42 to 50 for the aircraft and/or the hybrid propulsiveengine 100, and observing whether the aircraft and/or the hybridpropulsive engine 100 is operating within those prescribed or suggestedstates or conditions. Certain embodiments of such monitoring of thestates, parameters, or conditions of the hybrid propulsive engine 100can be largely manual, such as the pilot or flight crew indicated thecurrent flight state such as take off or efficiency cruise. Bycomparison, certain embodiments of such monitoring of the states,parameters, or conditions of the hybrid propulsive engine 100 can belargely automated, such as the hybrid propulsive engine controller 97 atleast partially determining the current flight state such as take off orefficiency cruise.

Consider, for example, the pilot, crew, or the hybrid propulsive enginecontroller 97 can be configured as to determine which of the flightconditions at the left of FIG. 42 is most appropriate for the aircraftat any given time or flight condition. Consider that the pilot, crew, orthe propulsive engine controller 97 determines that the aircraft istaking off, then at least some of the current parameters as well as theparameter limitations (in parenthesis) can be indicated, as per FIGS. 43and 44. In those instances that the current parameters is approaching orexceeding a particular parameter limitation, a warning can be provided(such as a different color light, a buzzer, etc.) such as to warn thepilot of the condition, of alternately the condition could be alteredautomatically if so programmed. Certain embodiments of the display, userinterface, warning, hazard, etc. as described with respect to FIGS. 42to 44 can be integrated in the input output interface 811 of thepropulsive engine controller 97, as described in this disclosure withrespect to FIGS. 8, 9, 10, and 11.

Certain embodiments of the hybrid propulsive engine 100 can thereby beconfigured to decouple power generation (such as from the at least oneturbine section 104) and thrust generation (such as from the turbinesection 102). Such rotatable decoupling of the at least one turbinesection 104 from the at least one turbine section 102 can provide forconsiderable relative shaft-speeds and/or shaft-speedpercentage-variations, such as may exist without use of a massivemechanical transmission. One reason that such linkages and couplings aremade relatively bulky is that they are over-engineered, in order tolimit any probability of failure of each respective component. Certainembodiments of the hybrid propulsive engine 100 can be configured suchthat each of the one or more torque conversion mechanisms is situatedclose to that item which it is powering (e.g., the independentlyrotatable propeller/fan engine 62 and/or the turbine rotatable element103). Rotatable decoupling of the at least one turbine section 104 fromthe at least one turbine section 102 can also provide for peaks inthrust typically (but not always) being enabled to occur asynchronouslywith peaks in (typically, but not always, electric) power beinggenerated. Such rotatable decoupling may provide for considerable gainsin time-averaged hybrid propulsive energy efficiency andsafety-margins-in-operation.

Certain embodiments of the hybrid propulsive engine 100 can beconfigured to allow for relatively efficient operation between the atleast one independently rotatable propeller/fan assembly 108 and thehybrid propulsive engine 100, and may thereby be considered as a hybridengine since power can be provided at least partially by the torqueconversion mechanism 107 as well as at least partially by the at leastone jet engine 58. With such duplication, certain of the existing jetengine components could be designed less bulky, since failure of suchcomponents may not have as critical of an impact. For multi-engineaircraft, and even for single engines or twin-engine aircraft, providingfor a dual power engines for each of the hybrid propulsive engine 100can allow aircraft that are having jet engine difficulties to at leastreturn to a nearby airport, field, etc. As such, the vehicle 98 such asthe aircraft 75 can rely on power provided from some combination of theat least one jet engine 58 as well as the torque conversion mechanism107, and provide safety while also reducing weight of a number ofcomponents associated with over-engineering. This providing of powerindependently between the torque conversion mechanism 107 as well as theat least one jet engine 58 allows for commercial acceptance, therebyeasing introduction into the market as well as commercial acceptance,but also may be important for balancing between a powerfultake-off/climb thrust and energy efficiency over a variety ofconfigurations and velocities.

Certain embodiments of the hybrid propulsive engine 100 can therebyutilize this hybrid separation between the torque conversion mechanism107 and the at least one jet engine 58, such as may result in relativepositioning of the torque conversion mechanism 107 and the at least onejet engine 58 to make thrust directionality easier. For instance, incertain embodiments of the hybrid propulsive engine 100, the directionof rotatable rotation the torque conversion mechanism 107 can be opposedto that of the at least one jet engine 58, and its orientation can bechanged during flight easier as a separate unit.

In certain embodiments of the hybrid propulsive engine 100 configured asa turbo-fan engine, the at least one independently rotatablepropeller/fan assembly 108 will likely not directly slave to the atleast one turbine section 104 of the at least one jet engine 58. Certainembodiments of a jet engine design where secondary fan not directlycoupled to primary fan, so the hybrid propulsive engine 100 can beconfigured to be optimized for power distribution as desired between thetorque conversion mechanism 107 and the at least one jet engine 58. Incertain instances, at least some energy generated by the at least onejet engine 58 can be applied to power the at least one independentlyrotatable propeller/fan assembly 108. Certain embodiments of aircraft 75may be configured with distribution of power from the torque conversionmechanism 107 and the at least one jet engine 58 could enhance travelsafety such as by enhancing directional stability in the case of loss ofpower by at least one of the at least one independently rotatablepropeller/fan assembly 108, since the torque conversion mechanism 107can continue to run even if one or more of the at least one jet engine58 fail to operate. Certain embodiments of the hybrid propulsive engine100 can therefore be configured to separate a thrust section as providedby the torque conversion mechanism 107 from power generation section asprovided by the at least one jet engine 58. This separating the thrustsection as provided by the torque conversion mechanism 107 from thepower generation section as provided by the at least one jet engine 58could be useful, likely, for passenger bearing aircraft 75. This mightallow for more efficiently using the torque conversion mechanism 107such as may assist in use of the at least one independently rotatablepropeller/fan engine 62 that are operationally decoupled from the atleast one jet engine 58. Note, with respect to the decoupling orotherwise operationally separating, this might allow for some power todrive the fan that comes from elsewhere than the power generation of thejet engine; as such, the battery provided power for the at least oneindependently rotatable propeller/fan engine 62 is likely to beconsiderably quieter than the power generated from the jet engine 58,which can by use of the former rather than the latter result in a likelysignificant noise reduction; one interesting aspect here is feeding backpower to primary fan of jet.

In addition, during many of such high demand climbing, landing, oremergency operations, the thrust from the jet engine 58 as well as theat least one independently rotatable propeller/fan engine 62 can bedirected to most usefully utilize the power from the torque conversionmechanism 107 to power the at least one independently rotatablepropeller/fan assembly 108. For instance, during short field take offsor landings, or soft field take offs or landings, it may be desired tolimit the distance necessary on the runway for the aircraft to take offor land, as well as to limit the sound produced by the aircraft asoperating along the runway. As such, certain embodiments of the aircraft75 can be configured to include such independently rotatable workingfluid displacement engine 74 as the at least one independently rotatablepropeller/fan 258 as described with respect to FIG. 8, the independentlyrotatable compressor rotor 120 as described with respect to FIG. 9, theindependently rotatable compressor stator 493 as described with respectto FIG. 10, and/or the independently rotatable turbine stator 477 asdescribed with respect to FIG. 11. Certain embodiments of theindependently rotatable propeller/fan as described with respect to FIG.8, and other locations in this disclosure can provide for considerableresponsive power at low altitudes. Such characteristics may be usefulfor missed approaches or go around, where considerable power is applied.Such increase of thrust can be particularly useful to provide “shortfield take off and landing”, such as may allow particular aircraft totake off from shorter than normal fields, aircraft carriers, etc. Such“short field take off and landing” can be accomplished at very lowairspeeds in certain aircraft where the at least one independentlyrotatable propeller/fan 258 can be used, in many instances, largelybecause the upwardly directable thrust of the at least one independentlyrotatable propeller/fan 258 can effectively limit the effect of the“weight” of the aircraft during takeoff, and allow the aircraft to takeoff at lower speeds.

Certain embodiments of the aircraft 75 can be configured such that theamount of the at least one independently rotatable propeller/fan 258 isused along the runway as the aircraft accelerates. Consider that certainconventional aircraft (typically larger airlines or cargo planes, etc.)have a prescribed flap setting during take-off, and the flap settingincreases the camber (curvature) of the wing as well as increases theangle of attack of the wing. Increasing the camber as well as increasingthe angle of attack, which both increase lift and therefore allow theaircraft to take off at lower airspeed, also increase the drag of theairflow on the wing and therefore make it more difficult for theairplane to accelerate to take-off speed, thereby increasing the runwaylength required for take-off for any given condition. By maintaining thepower of the at least one independently rotatable propeller/fan 258during the take-off run, certain embodiments of aircraft can have theincreased lift provided to the wing to allow the aircraft to take off atshorter distances. As such, the use of certain embodiments of the atleast one independently rotatable propeller/fan 258 can provide forconsiderably altered wing/flap design as well as to provide forincreased effectiveness of flight by limiting drag such as during takeoff, and increasing acceleration of the aircraft during take-off.

In at least some of the take off, emergency, or full-power conditions,it may be desired to apply full power to both the at least oneindependently rotatable propeller/fan assembly 108 and the at least onejet engines 58 at full thrust and/or power. For certain embodiments ofthe hybrid propulsive engine 100 in which the at least one independentlyrotatable propeller/fan assembly 108 is powered by the battery providingpower to the energy extraction mechanism 66 (in which the battery hasbeen charged), the at least one independently rotatable propeller/fanassembly 108 can operate without consuming jet fuel either directly orindirectly (indirectly equates to being converted into electricitygenerated from the energy extraction mechanism).

As such, to provide full power to the aircraft, or to maximize thepercentage of power that is being applied by the torque conversionmechanism, it would be desirable to enhance the efficiencies of the atleast one torque conversion mechanism 107 that may or may not includethe at least one energy storage device 264 (of FIGS. 8 to 11 and otherlocations in this disclosure). For certain embodiments of the energystorage device designs (as well as the torque conversion mechanism 107),such as batteries, it might be desirable to utilize relatively recentbattery technologies such as lithium ion batteries, and other efficientbatteries, that increase the power output, and duration of power output,for a given weight of the battery.

As such, certain embodiments of the at least one independently rotatablepropeller/fan assembly 108 could be powered from the torque conversionmechanism 107, while the jet engine will be powered by from rotation ofthe turbine. Since the jet engine does not have to power all of the atleast one independently rotatable propeller/fan assembly, as withconventional turboprops/turbofans, the less energy has to be expendedfrom the jet engine during take-off, and more power can be directed fromthe at least one turbine section 104 to rotate the at least one turbinesection 102. As such, the more total power should be provided from thecombination of the at least one independently rotatable propeller/fanassembly 108 and the at least one jet engines 58 during full power, andthis should allow the aircraft 75 to climb faster and at more rapidairspeeds. In addition, the rate of aviation fuel consumed during climbshould be reduced. These factors of increased climb rate and diminishedfuel consumption during climb (by at least some of the energy to climbbeing provided by the torque conversion mechanism 107, which may becharged during a less energy demanding portion of flight or on theground) that can allow for the aircraft 75 to reach their intendedcruise altitude with more aviation fuel on board, and thereby allow forthe aircraft to increase its range at its cruising altitude.

In at least some of the cruise, descent, or other conditions, it may bedesired to apply partial power in some combination to either the atleast one independently rotatable propeller/fan assembly 108 or the atleast one jet engines 58. Such determination as to which of the at leastone independently rotatable propeller/fan assembly 108 or the at leastone jet engines 58 that will be run at which power will often depend onthe overall efficiencies of the at least one independently rotatablepropeller/fan assembly 108 as compared with the at least one jet engines58.

In at least some of the approach, go-around, or other conditions, it maybe desired to increase from partial power settings to some increased orfull power as quickly as practicable in some combination to either theat least one independently rotatable propeller/fan assembly 108 or theat least one jet engines 58.

Certain embodiments of the at least one hybrid propulsive engine 100 maybe configured to start, or re-start, one or more of the jet engines 58during flight. Certain embodiments of such starting or re-starting ofone or more of the jet engines can be performed routinely, such asduring starting-up, on a tarmac or after setting a jet engine down inflight for efficiency reasons. Alternately, certain embodiments of thestarting or re-starting of one or more of the jet engines 58 can beperformed in an emergency situation such as during unintended loss ofpower of at least one engine or a turbine stall. Such starts orre-starts can be accomplished, for example, in certain embodiments ofthe hybrid propulsive engine 100 by starting the independently rotatablepropeller/fan engine 62 that is at least partially powered using the atleast one torque conversion mechanism 107, during which times a flow ofthe working fluid can be established through the jet engine that may besufficient to rotate the turbine rotating element(s) 105 as describedwith respect to FIG. 11, and thereupon via the shaft rotate the turbinerotating element(s) 103. Following sufficient rotation of the turbinerotating element(s) 105 and the turbine rotating element(s) 103, thecombustion chamber can be ignited by the application of sufficient fuelthereto, and the application of heat during ignition.

It is to be understood that a variety of display and/or user interfacemay be included in the aircraft 75 to control the hybrid propulsiveengine 100, such as but not limited to a graphical user interface 402 asdescribed with respect to FIGS. 42 to 50.

10. HYBRID PROPULSIVE ENGINE CONTROLLER

This disclosure provides a variety of techniques by which a rotationalvelocity of such independently rotatable working fluid displacementengines 74 as the at least one independently rotatable propeller/fan 258as described with respect to FIG. 8, the independently rotatablecompressor rotor 120 as described with respect to FIG. 9, theindependently rotatable compressor stator 493 as described with respectto FIG. 10, and/or the independently rotatable turbine stator 477 asdescribed with respect to FIG. 11 can be controlled based, for exampleon pilot or operator input, or operation of the hybrid propulsive enginecontroller 97. This disclosure also provides a variety of techniques bywhich a rotational velocity of the at least one compressor rotatableelement of the jet engine 58 as driven by the torque conversionmechanism 107 can be controlled based, for example on pilot input oroperation of the hybrid propulsive engine controller 97. Such controlcan from a pilot, can use a variety of manual levers, selectors,Graphical User Interfaces (GUIs), indicators, etc. such as can beactuated or viewed by the pilot such as with the input output interface811 of the hybrid propulsive engine controller, and/or automated using avariety of embodiments of the hybrid propulsive engine controller asdescribed with respect to FIGS. 8, 9, 10, and/or 11, or alternately ascould be controlled remotely or automatically as in the case of a droneor otherwise using the hybrid propulsive engine controller. It could beunderstood how the power settings (throttle positions to achieve adesired RPM) for the at least one independently rotatable propeller/fan258 as well as the independently rotatable propeller/fan engine 62 ofthe engine as described with respect to FIG. 8 might be challenging fora pilot to memorize or control under certain instances. As such, manualcontrol can be made more precise, reliable, or proper at least partiallyutilizing certain embodiments of the hybrid propulsive engine controller97.

Certain embodiments of the hybrid propulsive engine controller 97 can beconfigured to allow for a variety of preferences, skill, selections,etc. between different pilots for piloted aircraft. Consider thatcertain pilots would prefer to control the operations of the at leastone jet engines 58 and/or the at least one independently rotatableworking fluid displacement engines 74 as the at least one independentlyrotatable propeller/fan 258 as described with respect to FIG. 8, theindependently rotatable compressor rotor 120 as described with respectto FIG. 9, the independently rotatable rotatable compressor stator 493as described with respect to FIG. 10, and/or the independently rotatableturbine stator 477 as described with respect to FIG. 11 based onmonitored conditions by the hybrid propulsive engine controller 97. Bycomparison, certain pilots would prefer to allow certain embodiments ofthe hybrid propulsive engine controller 97 to monitor the conditions of,as well as to set the states of, the at least one jet engines 58 and/orthe at least one independently rotatable working fluid displacementengines 74 as the at least one independently rotatable propeller/fan 258as described with respect to FIG. 8, the independently rotatablecompressor rotor 120 as described with respect to FIG. 9, theindependently rotatable compressor stator 493 as described with respectto FIG. 10, and/or the independently rotatable turbine stator 477 asdescribed with respect to FIG. 11 either almost completely, or based onlimited input from the pilot or flight crew,

Certain embodiments of the hybrid propulsive engine controller 97 can beconfigured to provide a variety of operations of the hybrid propulsiveengine 100 as well as certain embodiments of the aircraft. For instance,certain embodiments of the independently rotatable propeller/fan 258 canbe accelerated, decelerated, stopped, restarted, tilted, offset, orotherwise varied, as described with respect to FIGS. 3 and 4. Bycomparison, certain embodiments of the independently rotatablecompressor rotor 120 as described with respect to FIG. 9 can be poweredby the torque conversion mechanism 107 (and perhaps the energy storageelement 264) such as to allow acceleration of the independentlyrotatable compressor rotor 120 with little torque input from the atleast one jet engine 58. Certain embodiments of the independentlyrotatable compressor stator 493 as described with respect to FIG. 10 canbe powered by the torque conversion mechanism 107 (and perhaps theenergy storage element 264) such as to allow acceleration of theindependently rotatable compressor stator 493 with little torque inputfrom the at least one jet engine 58. Finally, certain embodiments of theindependently rotatable compressor turbine 477 as described with respectto FIG. 11 can be powered by the torque conversion mechanism 107 (andperhaps the energy storage element 264) such as to allow acceleration ofthe independently rotatable turbine stator 477 with little torque inputfrom the at least one jet engine 58.

One advantage of using certain embodiments of the hybrid propulsiveengine controller 97 with certain embodiments of the hybrid propulsiveengine 100 is that a variety of embodiments of the at least oneindependently rotatable working fluid displacement engines 74 as the atleast one independently rotatable propeller/fan 258 as described withrespect to FIG. 8, the independently rotatable compressor rotor 120 asdescribed with respect to FIG. 9, the independently rotatable compressorstator 493 as described with respect to FIG. 10, and/or theindependently rotatable turbine stator 477 as described with respect toFIG. 11 as well as the at least one jet engine 58 can be have a numberof power settings for a number of flight situations, including a varietyof normal operating as well as other emergency situations. It can bedifficult for pilots to remember the suitable power settings as well asthe associated airspeeds, etc. By adding the at least oneindependently-controllable, independently rotatable working fluiddisplacement engines 74 as the at least one independently rotatablepropeller/fan 258 as described with respect to FIG. 8, the independentlyrotatable compressor rotor 120 as described with respect to FIG. 9, theindependently rotatable compressor stator 493 as described with respectto FIG. 10, and/or the independently rotatable turbine stator 477 asdescribed with respectto FIG. 11, the possibility of properly applyingsuitable settings is increased. Using the proper suitable power settingsfor the particular flight condition is a safety issue, and not using thecorrect power setting can be dangerous for the particular flightcondition. In effect, using the proper power settings ensures that theaircraft is being operated as designed by the designer or manufacturerof the aircraft or other vehicle, as well as the at least one hybridpropulsive engine 100.

Consider that under certain flight circumstances, it may even besuitable or desirable to idle or turn off one or more of the at leastone jet engines, and provide power with the at least one independentlyrotatable working fluid displacement engines 74 as the at least oneindependently rotatable propeller/fan 258 as described with respect toFIG. 8, the independently rotatable compressor rotor 120 as describedwith respect to FIG. 9, the independently rotatable compressor stator493 as described with respect to FIG. 10, and/or the independentlyrotatable turbine stator 477 as described with respect to FIG. 11 usingelectric power generated from less than all of the jet engines. It wouldbe highly desired to understand whether a particular flight conditionswould allow for such shutting down of the jet engines. Additionally,since certain embodiments of the hybrid propulsive engine 100 mayprovide for starting of the jet engines as well as re-starting of thejet engines during flight, for example, it would be highly desirable todetermine whether the jet engines could be started under certaincircumstances and flight conditions.

Certain embodiments of the display can provide an indication as to whatthe proper power settings would be for a particular flight condition forthe at least one independently rotatable propeller/fan engine 62 as wellas the at least one jet engine 58, as well as whether a jet engine couldbe started or re-started. Such considerations might likely be consideredas safety issues, and would better be displayed to pilots (for examplein the form a display such as a graphic user interface (GUI).

In the instance of at least at partially automated flights as well asdrones, certain embodiments of the hybrid propulsive engine controller97 can provide for selecting and applying suitable power settings of theat least one independently rotatable propeller/fan engine 62 as well asthe at least one jet engine 58. Inertial navigation units and/or remotesensors, as well as other such devices may be used by manned as well asautomated flight to ascertain the actual flight condition, for example.Once the actual flight conditions are determined, the suitable powersettings of the at least one independently rotatable working fluiddisplacement engines 74 as the at least one independently rotatablepropeller/fan 258 as described with respect to FIG. 8, the independentlyrotatable compressor rotor 120 as described with respect to FIG. 9, theindependently rotatable rotatable compressor stator 493 as describedwith respect to FIG. 10, and/or the independently rotatable turbinestator 477 as described with respect to FIG. 11 and/or the at least onejet engine 58 can be computed or derived using certain embodiments ofthe hybrid propulsive engine controller 97. Additionally, certainembodiments of the hybrid propulsive engine controller 97 can receiveinput from the pilot as well as processors, controllers, computers, etc.to set the independently rotatable propeller/fan engine 62 and/or the atleast one jet engine 58.

This disclosure describes a number of embodiments of the hybridpropulsive engine controller 97 as described with respect to FIGS. 8, 9,10, and/or 11, as well as other locations in this disclosure, which isintended to control and/or adjust the rotatable velocities of the atleast one independently rotatable propeller/fan assembly 108 and/or theat least one jet engines 58, both of which are considered to be includedin the hybrid propulsive engine 100. Certain embodiments of the hybridpropulsive engine 100 can operate without, and/or with littleinteraction from, the hybrid propulsive engine controller 97, and relyinstead largely on user (pilot) input. By comparison, certainembodiments of the hybrid propulsive engine 100 can utilize considerableinput from, and/or entirely utilizing input from, the hybrid propulsiveengine controller 97, and rely only partially on such user input asgeneralized flight operations (taxi, take-off, cruise, descent,emergency, etc.).

Some operations associated with certain embodiments of the hybridpropulsive engine controller 97 may be controlled using digital basedtechniques, while other embodiments may be controlled using analog basedtechniques. For instance, certain embodiments of the hybrid propulsiveengine 100 including the hybrid propulsive engine controller 97, whichare largely digital and/or microprocessor-based, can provide for largelyautomated actuation of general operation and/or signals to and/or fromthe hybrid propulsive engine 100. A number of the components of thehybrid propulsive engine 100 may rely on analog and/or digitalcontrollers and/or computers which may be capable of generating signalswith sufficient power. Other lower-powered signals from the hybridpropulsive engine 100 may be either analog and/or digitally controlled.Certain hybrid propulsive engine controllers 97 that are configured toturn particular circuits on or off, for example, may be particularlyefficient and/or effective if digitally based. Certain embodiments ofthe hybrid propulsive engine controller 97 can be configured to ensurerelatively proper, smooth, or desired operation of the at least onehybrid propulsive engine 100 associated with the hybrid propulsiveengine controller 97. FIGS. 2, 8, 9, 10, and 11, as well as otherlocations in this disclosure can represent a block diagram of certainrespective embodiments of the hybrid propulsive engine 100 that caninclude the hybrid propulsive engine controller 97 to either controland/or adjust the operation of the hybrid propulsive engine 100 such asrelative rotatable velocities, input mixture or electric supply to therespective jet engine or torque conversion mechanism, or some otherrelated operations.

Certain embodiments of the hybrid propulsive engine controller 97 can beconfigured to provide control and/or adjustability a suitable parameterof the hybrid propulsive engine 100 based, at least in part, on theflight condition or operation (e.g., as selected by the pilot or asexists) and/or configuration of the hybrid propulsive engine 100. Forexample, if a user wishes to control and/or adjust an operation ordetected parameter; then the user could provide suitable input to thehybrid propulsive engine controller 97. Such input to the hybridpropulsive engine controller 97 can be provided via the input/outputinterface, which in certain embodiments may be a graphical userinterface (GUI), for example.

Certain embodiments of the hybrid propulsive engine 100 can therebyinclude, but are not limited to, a variety of configurations of thehybrid propulsive engine controller 97. Certain embodiments of thehybrid propulsive engine controller 97 can also be at least partiallycomputer based, controller based, mote based, cellular telephone-based,and/or electronics based. Certain embodiments of the decoupled hybridpropulsive engine controller can be segmented into modules, and canutilize a variety of wireless communications and/or networkingtechnologies to allow information, data, etc. to be transferred to thevarious distinct portions or embodiments of the hybrid propulsive engine100. Certain embodiments of the hybrid propulsive engine controller 97can be configured as a unitary device, a networked device, a stand alonedevice, and/or any combination of these and other known type devices.

Certain embodiments of the hybrid propulsive engine controller 97 canvary as to their automation, complexity, and/or sophistication; and canbe utilized to control, setup, establish, and/or maintain communicationsbetween a number of communicating devices during aircraft, jet engine,or propeller/fan operation(s). As described within this disclosure,multiple ones of the different embodiments of the hybrid propulsiveengine 100 can transfer information or data relating to thecommunication link to or from a remote location and/or some intermediatedevice as might be associated with communication, monitoring and/orother activities.

Certain embodiments of the hybrid propulsive engine controller 97 (ingeneral), can utilize distinct firmware, hardware, and/or softwaretechnology as applied to certain embodiments of the hybrid propulsiveengine 100. For example, certain embodiments of the hybrid propulsiveengine controller 97 can at least partially utilize one or more of:mote-based technology, microprocessor-based technology,microcomputer-based technology, display technology, imaging technology,general-purpose computer technology, specific-purpose computertechnology, Application-Specific Integrated Circuits (AASICs), and/or avariety of other computer, electronics, electromagnetic, imaging,visualizing, detecting, and/or information providing technologies tosense and/or control certain embodiments of the hybrid propulsive engine100.

Certain embodiments of the hybrid propulsive engine controller 97 can,as described with respect to FIGS. 8, 9, 10, and/or 11, as well as otherlocations in this disclosure, include depending on context a processor803 such as a central processing unit (CPU), a memory 807, a circuit orcircuit portion 809, and an input output interface (I/O) 811 that mayinclude a bus (not shown). Certain embodiments of the hybrid propulsiveengine controller 97 of the hybrid propulsive engine 100 can includeand/or be a portion of a general-purpose computer, a specific-purposecomputer, a microprocessor, a microcontroller, a personal displayassistant (PDA), a cellular phone, a wireless communicating device, ahard-wired communication device, and/or any other known suitable type ofcommunications device or phone, computer, and/or controller that can beimplemented in hardware, software, electromechanical devices, and/orfirmware. Certain embodiments of the processor 803, as described withrespect to FIGS. 8, 9, 10, and 11, as well as other locations in thisdisclosure, can perform the processing and arithmetic operations forcertain embodiments of the hybrid propulsive engine 100. Certainembodiments of the hybrid propulsive engine controller 97 of the hybridpropulsive engine 100 can control the signal processing, databasequerying and response, computational, timing, data transfer, and otherprocesses associated with general illumination lighting of the hybridpropulsive engine 100.

Certain embodiments of the memory 807 of the hybrid propulsive enginecontroller 97 can include a random access memory (RAM) and/or read onlymemory (ROM) that together can store the computer programs, operands,and other parameters that control the operation of certain embodimentsof the hybrid propulsive engine controller 97 of the hybrid propulsiveengine 100. The memory 807 can be configurable to contain data,information, images, visualizations, image information, etc. that can beobtained, retained, or captured by that particular hybrid propulsiveengine controller 97, as described in this disclosure.

Certain embodiments of the bus can be configurable to provide fordigital information transmissions between the processor 803, circuits809, memory 807, I/O 811, the visualization, image, and/or providedinformation memory or storage device (which may be integrated orremovable), other portions within the hybrid propulsive engine 100,and/or other portions outside of the hybrid propulsive engine 100. Inthis disclosure, the memory 807 can be configurable as RAM, flashmemory, semiconductor-based memory, of any other type of memory that canbe configurable to store data pertaining to the hybrid propulsive engineoperation. Certain embodiments of the bus can also connects I/O 811 tothe portions of certain embodiments of the hybrid propulsive enginecontroller 97 of either the hybrid propulsive engine 100 that can eitherreceive digital information from, or transmit digital information toother portions of the hybrid propulsive engine 100, or other systemsand/or networking components associated therewith.

Certain embodiments of the hybrid propulsive engine controller 97 of thehybrid propulsive engine 100, as described with respect to FIGS. 8, 9,10, and/or 11, as well as other locations in this disclosure, caninclude a separate, distinct, combined, and/or associated transmitterportion (not shown) that can be either included as a portion of certainembodiments of the hybrid propulsive engine controller 97 of the hybridpropulsive engine 100. Certain embodiments of the hybrid propulsiveengine controller 97 can alternately be provided as a separate and/orcombined unit (e.g., certain embodiments might be processor-based and/orcommunication technology-based).

Certain embodiments of the hybrid propulsive engine controller 97 of thehybrid propulsive engine 100 as described with respect to FIGS. 8, 9,10, and/or 11, as well as other locations in this disclosure can includean operation altering or controlling portion that can be either includedas a portion of certain embodiments of the hybrid propulsive enginecontroller 97 of the hybrid propulsive engine 100, or alternately can beprovided as a separate or combined unit.

Certain embodiments of the memory 807 can provide an example of a memorystorage portion. In certain embodiments, the monitored value includesbut is not limited to: a percentage of the memory 807, an indication ofdata that is or can be stored in the memory 807, or for data storage orrecording interval. Such memory can include information about generalillumination lighting settings, desired general illumination lightingaspects of the individual(s) using the region, etc.; and also mayinclude one or more general illumination lighting settings as providedby certain embodiments of the hybrid propulsive engine 100.

In certain embodiments, a general illumination lighting communicationlink can be established between the certain embodiments of the hybridpropulsive engine controller 97 of the hybrid propulsive engine 100. Thegeneral illumination lighting communication link can be structuredsimilar to as a communication link, or alternatively can utilizenetwork-based computer connections, Internet connections, etc. toprovide information and/or data transfer between certain embodiments ofthe hybrid propulsive engine controller 97 of the hybrid propulsiveengine 100.

In certain embodiments, the I/O 811 provides an interface to control thetransmissions of digital information between each of the components incertain embodiments of the hybrid propulsive engine controller 97 of thehybrid propulsive engine 100. The I/O 811 also provides an interfacebetween the components of certain embodiments of the hybrid propulsiveengine controller 97 of the hybrid propulsive engine 100. The circuits809 can include such other user interface devices as a display and/or akeyboard. In other embodiments, the hybrid propulsive engine controller97 of the hybrid propulsive engine 100 can be constructed as aspecific-purpose computer such as an application-specific integratedcircuit (ASIC), a microprocessor, a microcomputer, or other similardevices.

11. CERTAIN EMBODIMENTS OF THE HYBRID PROPULSIVE ENGINE WITH RELEVANTFLOWCHARTS

Within the disclosure, flow charts of the type described in thisdisclosure apply to method steps as performed by a computer orcontroller as could be contained within certain embodiments of thehybrid propulsive engine 100, as described in this disclosure.Additionally, the flow charts as described in this disclosure applyoperations or procedures that can be performed entirely and/or largelyutilizing mechanical devices, electromechanical devices, or the like,such as certain embodiments of the hybrid propulsive engine 100 asdescribed in this disclosure. The flow charts can also apply toapparatus devices, such as an antenna or a node associated therewiththat can include, e.g., a general-purpose computer orspecialized-purpose computer whose structure along with the software,firmware, electro-mechanical devices, and/or hardware, can perform theprocess or technique described in the flow chart.

An embodiment of the hybrid propulsive engine 100 that can act toprovide for operation of the hybrid propulsive engine 100 as describedwith respect to FIGS. 47-51, as well as other locations in thisdisclosure, and elsewhere in this disclosure. There can be a variety ofembodiments of the hybrid propulsive engine 100 that can be used tovisualize, image, or provide information etc. as described in thisdisclosure. There can be variety of embodiments of the hybrid propulsiveengine 100.

FIG. 47 shows certain embodiments of a hybrid propulsive enginetechnique 4600 such as described with respect to, but not limited to,the hybrid propulsive engine 100 of FIG. 1, and elsewhere in thisdisclosure. Certain embodiments of a high-level flowchart of the generalillumination lighting technique 4600 is described with respect to FIG.47 and can include, but is not limited to, operations 4602, 4604, 4606,and 4608. Certain embodiments of operation 4602 can include, but is notlimited to, providing at least some first thrust associated with a flowof a working fluid through at least a portion of an at least one axialflow jet engine. For example, certain embodiments of the jet engine 58can be configured to provide the thrust using the compressor section102, the combustion portion 109, and the turbine section 104 asdescribed with respect to FIGS. 8 and 16. Certain embodiments ofoperation 4604 can include, but is not limited to, extracting energyfrom the working fluid that is at least partially converted intoelectrical power. For example, certain embodiments of the energyextraction mechanism 66, as described with respect to FIGS. 2 and 8, canbe configured as an electrical generator that generates electricity froma variety of locations including, but not limited to, a generatorassociated with rotation of the turbine or associated elements such asthe shaft, magnetohydrodynamic devices to obtain electricity from thekinetic energy associated with the flow of the working fluid passingthrough the jet engine, as well as a heat engines that can obtainelectricity from heat energy of the working fluid passing through thejet engine or downstream thereof, as described with respect to FIGS. 12to 15, as well as other locations in this disclosure. Certainembodiments of operation 4606 can include, but is not limited to,converting at least a portion of the electrical power to torque. Forexample, certain embodiments of the torque conversion mechanism 107 caninclude an electric motor that can generate torque based on the electricinput, as described with respect to FIGS. 2, 8, and 12 to 15, as well asother locations in this disclosure. Certain embodiments of the operation4608 can include, but is not limited to rotating an at least oneindependently rotatable propeller/fan of at least one rotatablepropeller/fan assembly at least partially responsive to the convertingthe at least a portion of the electrical power to torque, wherein therotating of the at least one independently rotatable propeller/fan ofthe at least one rotatable propeller/fan assembly is arranged to produceat least some second thrust. For example, certain embodiments of therotatable working fluid displacement engine 74 of FIG. 2 can beconfigured as the at least one rotatable propeller/fan assembly 108, asdescribed with respect to FIGS. 3, 4, and 8. Certain embodiments of thehybrid propulsive engine 100 that is configured to drive the at leastone independently rotatable propeller/fan engine 62 can be arranged as aturboprop or turbofan engine. The relative operation of the at least oneindependently rotatable propeller/fan engine 62 can be controlledrelative to that of the jet engine 58, such as to provide desiredoperation to the independently rotatable propeller/fan 258, and can usesuch techniques as tilting, offsetting, hybrid techniques, etc. basedeither on user input or on sensed parameters as applied to the at leastone hybrid propulsive engine controller, as described with respect toFIG. 8.

In one or more various aspects, related systems include but are notlimited to circuitry and/or programming for effecting theherein-referenced method aspects; the circuitry and/or programming canbe virtually any combination of hardware, software, electro-mechanicalsystem, and/or firmware configurable to effect the herein-referencedmethod aspects depending upon the design choices of the system designer.

12. CONCLUSION

This disclosure provides a number of embodiments of the hybridpropulsive engine 100 that can be configured to provide a variety ofrelatively efficient operation of aircraft, or other vehicles, asdescribed in this disclosure. The embodiments of the hybrid propulsiveengines, as described with respect to this disclosure, are intended tobe illustrative in nature, and are not limiting its scope. Differentembodiments of the hybrid propulsive engine controller 97 can providefor a variety of control for a variety of embodiments of manned orunmanned (as well as piloted or unpiloted) aircraft or other vehicles.

Those having skill in the art will recognize that the state of the artin computer, controller, communications, networking, and other similartechnologies has progressed to the point where there is littledistinction left between hardware, firmware, and/or softwareimplementations of aspects of systems, such as may be utilized in thedecoupled engine, as may be monitored and/or controlled usingembodiments of the hybrid propulsive engine controller 97. The use ofhardware, firmware, and/or software can therefore generally represent(but not always, in that in certain contexts the choice between hardwareand software can become significant) a design choice representing costvs. efficiency tradeoffs of a variety of embodiments of the at least onehybrid propulsive engines 100. Those having skill in the art willappreciate that there are various vehicles by which processes and/orsystems and/or other technologies described herein can be effected(e.g., hardware, software, and/or firmware), and that the vehicle canvary with the context in which the processes and/or systems and/or othertechnologies are deployed. For example, if an implementer determinesthat speed and accuracy are paramount, the implementer and/or designerof the decoupled hybrid propulsive engine may opt for mainly a hardwareand/or firmware implementation to control and/or provide the generalillumination lighting. In alternate embodiments, if flexibility isparamount, the implementer and/or designer may opt for mainly a softwareand/or mechanical implementation to control and/or provide the generalillumination lighting. In yet other embodiments, the implementer and/ordesigner may opt for some combination of hardware, software, firmware,and/or mechanical implementation to control and/or provide the hybridpropulsive engine 100. Hence, there are several possible techniques bywhich the processes and/or devices and/or other technologies describedherein may be effected, none of which is inherently superior to theother in that any vehicle to be utilized is a choice dependent upon thecontext in which the vehicle can be deployed and the specific concerns(e.g., speed, flexibility, or predictability) of the implementer, any ofwhich may vary.

The foregoing detailed description has set forth various embodiments ofthe devices and/or processes via the use of block diagrams, flowcharts,and/or examples. Insofar as such block diagrams, flowcharts, and/orexamples contain one or more functions and/or operations, it will beunderstood by those within the art that each function and/or operationwithin such block diagrams, flowcharts, or examples can be implemented,target individual 82 and/or collectively, by a wide range of hardware,software, firmware, or virtually any combination thereof. In certainembodiments, several portions of the general illumination lightingsubject matter described herein may be implemented via ApplicationSpecific Integrated Circuits (ASICs), Field Programmable Gate Arrays(FPGAs), digital signal processors (DSPs), or other integrated formats.However, those skilled in the art will recognize that some aspects ofthe embodiments disclosed herein, in whole or in part, can beequivalently implemented in standard integrated circuits, as one or morecomputer programs running on one or more computers (e.g., as one or moreprograms running on one or more computer systems), as one or moreprograms running on one or more processors (e.g., as one or moreprograms running on one or more microprocessors), as firmware, or asvirtually any combination thereof, and that designing the circuitryand/or writing the code for the software and or firmware would be wellwithin the skill of one of skill in the art in light of this disclosure.In addition, those skilled in the art will appreciate that the systemsof the subject matter described herein are capable of being distributedas a program product in a variety of forms, and that an illustrativeembodiment of the subject matter described herein applies equallyregardless of the particular type of signal bearing media used toactually carry out the distribution. Examples of a signal bearing mediainclude, but are not limited to, the following: recordable type mediasuch as floppy disks, hard disk drives, CD ROMs, digital tape, andcomputer memory; and transmission type media such as digital and analogcommunication links using TDM or IP based communication links (e.g.,packet links).

All of the above U.S. patents, U.S. patent application publications,U.S. patent applications, foreign patents, foreign patent applicationsand non-patent publications referred to in this specification and/orlisted in any Application Data Sheet, are incorporated herein byreference, in their entireties.

It is to be understood by those skilled in the art that, in general,that the terms used in the disclosure, including the drawings and theappended claims (and especially as used in the bodies of the appendedclaims), are generally intended as “open” terms. For example, the term“including” should be interpreted as “including but not limited to”; theterm “having” should be interpreted as “having at least”; and the term“includes” should be interpreted as “includes, but is not limited to”;etc. In this disclosure and the appended claims, the terms “a”, “the”,and “at least one” positioned prior to one or more goods, items, and/orservices are intended to apply inclusively to either one or a pluralityof those goods, items, and/or services.

Furthermore, in those instances where a convention analogous to “atleast one of A, B, and C, etc.” is used, in general such a constructionis intended in the sense one having skill in the art would understandthe convention (e.g., “a system having at least one of A, B, and C”would include but not be limited to systems that could have A alone, Balone, C alone, A and B together, A and C together, B and C together,and/or A, B, and C together, etc.). In those instances where aconvention analogous to “at least one of A, B, or C, etc.” is used, ingeneral such a construction is intended in the sense one having skill inthe art would understand the convention (e.g., “a system having at leastone of A, B, or C” would include but not be limited to systems thatcould have A alone, B alone, C alone, A and B together, A and Ctogether, B and C together, and/or A, B, and C together, etc.).

Those skilled in the art will appreciate that the herein-describedspecific exemplary processes and/or devices and/or technologies arerepresentative of more general processes and/or devices and/ortechnologies taught elsewhere herein, such as in the claims filedherewith and/or elsewhere in the present application.

While various aspects and embodiments have been disclosed herein, otheraspects and embodiments will be apparent to those skilled in the art.The various aspects and embodiments disclosed herein are for purposes ofillustration and are not intended to be limiting, with the true scopeand spirit being indicated by the following claims.

1. A hybrid propulsive engine, comprising: an at least co-one axial-flowjet engine configured to provide at least some first thrust associatedwith a working fluid passing through at least a portion of the at leastone co-axial-flow jet engine; an at least one energy extractionmechanism configured to extract energy from the working fluid, and atleast partially convert that energy to electrical power; an at least onetorque conversion mechanism configured to convert at least a portion ofthe electrical power to torque; and an at least one rotatablepropeller/fan assembly including an at least one independently rotatablepropeller/fan, the at least one rotatable propeller/fan assemblyconfigured to be powered for rotation at least partially responsive tothe at least one torque conversion mechanism.
 2. The hybrid propulsiveengine of claim 1, wherein the at least one energy extraction mechanismcomprises an at least one electric generator.
 3. The hybrid propulsiveengine of claim 1, wherein the at least one energy extraction mechanismcomprises an at least one turbine rotational element configured toextract energy from motion of the working fluid within the at least oneco-axial-flow jet engine.
 4. The hybrid propulsive engine of claim 1,wherein the at least one torque conversion mechanism comprises at leastone electric motor.
 5. The hybrid propulsive engine of claim 1, whereinthe at least one energy extraction mechanism includes at least oneelectrical energy extraction mechanism configured to extract energy fromrotation of an at least one turbine rotational element.
 6. The hybridpropulsive engine of claim 1, wherein the at least one rotatablepropeller/fan assembly is configured for independently controllablerotation relative to at least one turbine rotational element.
 7. Thehybrid propulsive engine of claim 1, wherein the at least one energyextraction mechanism includes at least one heat engine configured toextract at least some heat from the working fluid that is at leastpartially applied to an at least one heat receptive fluid. 8-15.(canceled)
 16. The hybrid propulsive engine of claim 1, furthercomprising a second torque conversion mechanism configured to generate asecond torque, wherein the at least one rotatable propeller/fan assemblyis configured to be powered for rotation at least partially responsiveto the second torque conversion mechanism configured to generate thesecond torque in addition to the at least one torque conversionmechanism configured to convert the at least a portion of the electricalpower to torque. 17-18. (canceled)
 19. The hybrid propulsive engine ofclaim 1, wherein the at least one energy extraction mechanism comprisesan at least one magnetohydrodynamic device configured to extract kineticenergy from a flow of the working fluid.
 20. The hybrid propulsiveengine of claim 1, wherein the at least one co-axial-flow jet engineincludes an at least one turbojet.
 21. The hybrid propulsive engine ofclaim 1, wherein the propeller/fan assembly is configured to provide atleast some second thrust.
 22. The hybrid propulsive engine of claim 1,wherein the at least one co-axial-flow jet engine includes an at leastone ramjet jet engine.
 23. The hybrid propulsive engine of claim 1,wherein the at least one co-axial-flow jet engine includes an at leastone externally heated jet engine.
 24. The hybrid propulsive engine ofclaim 1, wherein the at least one co-axial-flow jet engine includes anat least one combustion driven jet engine.
 25. The hybrid propulsiveengine of claim 1, wherein the at least one rotatable propeller/fanincludes an at least one substantially co-axial-flow rotatablepropeller/fan.
 26. The hybrid propulsive engine of claim 1, wherein theat least one energy extraction mechanism comprises at least one heatengine configured to extract at least some heat from the working fluidthat is at least partially applied to a heat receptive fluid, whereinthe at least one energy extraction mechanism comprises a Rankine Cycleenergy extraction mechanism configured to extract energy in the form ofheat from the working fluid.
 27. The hybrid propulsive engine of claim1, further comprising at least one secondary source of electrical energyconfigured to supply energy to the at least one torque conversionmechanism. 28-32. (canceled)
 33. The hybrid propulsive engine of claim1, further comprising a hybrid propulsive engine starter configured torotate at least a portion of the at least one rotatable propeller/fanassembly at a sufficient rotational velocity to enhance starting thehybrid propulsive engine.
 34. The hybrid propulsive engine of claim 1,further comprising a hybrid propulsive engine starter configured torotate at least a portion of an at least one rotatable compressorelement at a sufficient rotational velocity to enhance starting thehybrid propulsive engine.
 35. The hybrid propulsive engine of claim 1,wherein the at least one axial-flow jet engine includes a turbinesection including an at least one turbine rotational element, whereinthe at least one turbine rotational element is arranged, upon receivingat least some of the working fluid passing through the at least theportion of the at least one jet engine, to responsively provide aturbine rotary motion.
 36. The hybrid propulsive engine of claim 1,wherein the at least one axial-flow jet engine configured to provide theat least some first thrust produces the at least some first thrust atleast partially responsive to the at least one rotatable propeller/fanassembly arranged to produce the at least some second thrust.
 37. Thehybrid propulsive engine of claim 1, wherein at least some of theworking fluid passes through the at least one independently rotatablepropeller/fan assembly.
 38. The hybrid propulsive engine of claim 1,wherein the at least one co-axial-flow jet engine further includes acompressor section, and wherein the compressor section includes an atleast one compressor rotatable element, and further wherein the at leastone compressor rotatable element is configured to compress at least someof the working fluid.
 39. The hybrid propulsive engine of claim 1,wherein the at least one rotatable propeller/fan assembly is configuredto be powered for a controllable rotation in a first direction oralternately in a second direction that is reversed from the firstdirection
 40. The hybrid propulsive engine of claim 1, wherein the atleast one rotatable propeller/fan assembly is configured to be variablypowered for a variable speed rotation.
 41. The hybrid propulsive engineof claim 1, configured as a turbofan, wherein the at least one rotatablepropeller/fan assembly is configured as a shrouded fan.
 42. The hybridpropulsive engine of claim 1, configured as a turboprop, wherein the atleast one rotatable propeller/fan assembly is configured as anunshrouded propeller.
 43. The hybrid propulsive engine of claim 1,wherein the at least one rotatable propeller/fan assembly includes atleast one compressive fan.
 44. The hybrid propulsive engine of claim 1,wherein the at least one rotatable propeller/fan assembly is configuredto rotate sufficiently to direct at least a first portion of fluidtowards the at least one axial-flow jet engine, thereby providing atleast a portion of the working fluid, while directing at least a secondportion of fluid to bypass the at least one axial-flow jet engine. 45.The hybrid propulsive engine of claim 1, wherein the engine isconfigured to at least partially power an aircraft.
 46. The hybridpropulsive engine of claim 1, wherein the engine is configured to atleast partially power a boat or ship.
 47. The hybrid propulsive engineof claim 1, wherein the engine is configured to at least partially powera hovercraft.
 48. The hybrid propulsive engine of claim 1, wherein theengine is configured to at least partially power a land vehicle.
 49. Thehybrid propulsive engine of claim 1, further comprising a controlcircuit to allow a user to control a suitable rotational velocity of theat least one rotatable propeller/fan assembly based at least partiallyon a user input indicating a desired flight condition. 50-51. (canceled)52. The hybrid propulsive engine of claim 1, further comprising acontrol circuit to allow a user to control a suitable polarity ofrotation of the at least one rotatable propeller/fan assembly based atleast partially on a user input indicating a desired flight condition.53. A hybrid propulsive method, comprising: providing at least somefirst thrust associated with a flow of a working fluid through at leasta portion of an at least one co-axial flow jet engine; extracting energyfrom the working fluid that is at least partially converted intoelectrical power; converting at least a portion of the electrical powerto torque; and rotating an at least one independently rotatablepropeller/fan of at least one rotatable propeller/fan assembly at leastpartially responsive to the converting the at least a portion of theelectrical power to torque. 54-88. (canceled)
 89. A hybrid propulsivemethod, comprising: providing at least some first thrust associated witha flow of a working fluid through at least a portion of an at least onejet engine; extracting energy from the working fluid that is at leastpartially converted into a electrical power; converting at least aportion of the first electrical power to a torque; providing a controlcommand to deliver torque to at least one rotatable propeller/fan; androtating at least partially from the torque an at least oneindependently rotatable propeller/fan.
 90. The hybrid propulsive methodof claim 89, further comprising: providing a second one of the at leastone jet engine that is operationally associated with the independentlyrotatable propeller/fan; stopping a rotation of the second one of the atleast one jet engine; and restarting the rotation of the second one ofthe at least one jet engine at least partially using the torque used torotate the independently rotatable propeller/fan.
 91. The hybridpropulsive method of claim 89, further comprising: providing a secondone of the at least one jet engine that is operationally associated withthe independently rotatable propeller/fan; and starting a rotationaloperation of the second one of the at least one jet engine at leastpartially responsive to the rotating an at least one independentlyrotatable propeller/fan (on the ground, in the air).
 92. A hybridpropulsive method, comprising: providing at least some first thrustassociated with a flow of a working fluid through at least a portion ofan at least one axial flow jet engine; extracting energy from theworking fluid that is at least partially converted into electricalpower; and rotating an at least one independently rotatablepropeller/fan using at least some of the electrical power.
 93. Thehybrid propulsive method of claim 92, wherein the extracting energy fromthe working fluid that is at least partially converted into electricalpower is at least partially performed with an at least one energyextraction mechanism.
 94. The hybrid propulsive method of claim 92,further comprising generating a second torque, and powering the at leastone rotatable propeller/fan assembly for rotation at least partiallyresponsive to the second torque in addition to the torque. 95-97.(canceled)
 98. The hybrid propulsive method of claim 92, furthercomprising variably laterally displacing an offset of a rotational axisof the at least one rotatable propeller/fan assembly relative to the atleast one axial-flow jet engine. 99-117. (canceled)
 118. A hybridpropulsive method, comprising: providing at least some first thrustassociated with a flow of a working fluid through at least a portion ofan at least one jet engine; extracting energy from the working fluidthat is at least partially converted into a electrical power; rotating,at least partially using the electrical power, an at least oneindependently rotatable propeller/fan according to a control algorithm,the control algorithm determining the amount of the electrical powerneeded to drive the propeller/fan and determining a portion of theelectrical power be converted to torque, wherein the rotating of the atleast one independently rotatable propeller/fan of the at least onerotatable propeller/fan assembly is arranged to produce at least somesecond thrust, and wherein the at least one independently rotatablepropeller/fan is configured to be operationally distinct from the atleast one jet engine.
 119. The hybrid propulsive method of claim 118,further comprising: providing a second one of the at least one jetengine that is operationally associated with the independently rotatablepropeller/fan; stopping a rotation of the second one of the at least onejet engine; and restarting the rotation of the second one of the atleast one jet engine at least partially using the torque used to rotatethe independently rotatable propeller/fan.
 120. The hybrid, propulsivemethod of claim 118, further comprising: providing a second one of theat least one jet engine that is operationally associated with theindependently rotatable propeller/fan; and starting a rotationaloperation of the second one of the at least one jet engine at leastpartially responsive to the rotating an at least one independentlyrotatable propeller/fan (on the ground, in the air).